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1976 Porsche 934

Using the 930 Turbo as a basis, Porsche built the 934 for Group 4 GT racing. It replaced the outgoing Carrera RSR while winning GT Championships in Europe and performing very well in America for Trans Am.

Porsche built the 934 from a standard 930 bodyshell and production rear spoiler, but almost nothing else was left alone.

The suspension was converted to solid mounts and nylon bushings with adjustable anti-roll bars. New brakes from the 917 were fitted along with stronger hubs and BBS center-lock wheels which at 16 inches, were larger than the outgoing the RSR and required more drastic wheel arches.

Inside the was stripped and included an aluminum roll-cage as well as new gauges for fuel and turbo boost levels.

A 120 liter fuel tank filled the front trunk along with a oil tank and battery. The oil tank fed a front mounted oil cooler which was fed from a huge cut-out in the spoiler. Beside these were ducts that led to the rear intercoolers. This system added nearly 45 lbs to the car, but was necessary since an air-to-air intercooler could not fit under the standard engine hood which was mandated by the regulations.

The Porsche 934 was introduced for the 1976 racing season. It was manufactured for two years, 1976 and 1977, with 31 total being built. Toine Hezemans drove this car to victory at the European GT Championship, while in the U.S., with George Follmer at the wheel, it also became the Trans-Am champion. It continued to win races throughout the late 1970s.

The 934 was essential in building the Porsche 934/5, a combination of the 934 chassis and engine with the 935 wheels, tires and rear wing configuration. [1]

The 934 as well as the 935 were raced in the Deutsche Rennsport Meisterschaft in a distinctive orange "Jägermeister" livery.

The 934 has a top speed approaching 190 mph (approximately 300 km/h) and has a zero to 60 mph (97 km/h) time of 3.9 seconds. It was one of the last designs to incorporate all the distinctive stylings of the original 911s, with only minor bodywork taken from the 911 Turbo, to include GRP (glass-reinforced plastic) wheelarch extensions, doors, engine lid and boot.

The car came in a regular trim, or a racing trim (also called "Group 4 trim"). Regular trim:

  • 1,090 kg (2,403 lb)
  • Electric windows and door trim
  • 120 liter fuel tank, or 31.7 US gallons.
  • 480 bhp (358 kW) 3-litre, flat-six engine (in 1977, modifications took it to 550 bhp)

The racing trim was a modified regular trim to meet with the FIA rules, most notably it added 30 kg (66 lb) of weight, so that it complied with the minimum weight requirement of Group 4.

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Porsche took the standard 930/75 engine and fitted new pistons while the block, crankshaft and connecting rods were all production parts. Furthermore the standard ignition and mechanical injection system had to be used. With a large KKK turbocharger, around 485 bhp was possible at 1.4 bar of boost.

The first 934 prototype appeared in September of 1975 and it was instantly faster than the outgoing Group 5 Carrera RSR 3.0. This meant almost every team upgraded to the 934 including Kremer and Gelo. As a result the car was very sucessful in the European GT Championship which was won by Toine Hezemans in the Gelo car. The same could be said about the German GT Championship which effectively became a Porsche-only affair.

Later in production Porsche released a 934½ specification which included a larger rear wing and updated 930/73 engine which could produce 600 bhp. These were primarily raced in Group 5 and many were used in America for Trans Am duty under the Vasek Polak banner. They dominated the 1976 season with George Folmer behind the wheel and in 1977 Peter Gregg won the championship. By 1977 the 934 was finally accepted by IMSA and many of those cars were updated to Group 5 spec.

At Le Mans, the 934 was a regular fixture and competed against the Ferrari 512 BB LM. They took class honors in 1977, 1979 and 1981.

Racer Nick Faure recalls getting insights from Ickx: “The single-turbo cars, whether 934 or 935, were a handful with all that turbo lag. Jackie Ickx told me to commit the car to the corner and saw away at the steering wheel to scrub off the speed whilst not lifting your right foot.”

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Alan Hamilton the Australian Porsche distributor at the time owned one of these cars and competed and won the 1977 Australian Sports Car Championship, and in 1980 the same car won the title with Allan Moffat behind the wheel.

 

 

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This 934 always intrigued me.  It is a Kremer 934 and as you will notice, it is RHD.  Is it factory or is it purely Kremer.?  They were acquiring  bare unstamped shells from Porsche....could this be the answer?

 

46AC0764-6C4C-45D5-8401-987B636FF9EC

 

It also has the later 3.3 tea tray, the same as was fitted on the Hamilton/Moffat 934 when raced.

C175B607-F8FB-461D-9E63-8A4BF16EA587

 

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20 minutes ago, OZ930 said:

This 934 always intrigued me.  It is a Kremer 934 and as you will notice, it is RHD.  Is it factory or is it purely Kremer.?  They were acquiring  bare unstamped shells from Porsche....could this be the answer?

 

46AC0764-6C4C-45D5-8401-987B636FF9EC

 

It also has the later 3.3 tea tray, the same as was fitted on the Hamilton/Moffat 934 when raced.

C175B607-F8FB-461D-9E63-8A4BF16EA587

 

Most likely a more recent FIA build.  

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Not certain if Kremer got original factory 934 cars or if they built them from Bodies and parts supplied to them for customers  .

I know of two Kremer 934 cars the Hellgrun colored Vaillant car , this lives in a museum collection in Brussels and the white Valiant car , that still competes in historic events .

There are also some Kremer 934 street cars that have the genuine flat fan motor .

From the limited images of have of both Vaillant cars they seen to have all of the original hard to find factory parts , eg the flat fan motor and the unique air to water front mounted intercoolers .Replica or tribute cars never have these parts as they are very rare to come by ..

 

 

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This document is interesting chassis numbers and original car colours and who purchased the cars ..

Original 934 

https://www.ultimatecarpage.com/cg/1663/Porsche-934.html

Chassis Engine Year Group First owner Next owners (year) Comment
930 670 0001 (R14) Type 930/71 1975   Porsche AG (1975~1978)   colour: red; Used in tests only, later fitted with 935/77 bodywork.



 

Porsche 934 (1976 customer cars):

Chassis Engine Year Group First owner Next owners (year) Comment
930 670 0151 Type 930/71 10/1975   Jürgen Kannacher => "John Winter" (1977) => Viv Wilson, GB (1980) => John Gunnell, USA (1984) colour: red
930 670 0152 Type 930/71 1976   Vasek Polak => Paul Miller (1976) => Mike Tillson (1977) => Bill & Don Whittington (1978) => Paul Reisman, USA (1989) => ? => Tom Hedges, USA colour: white
930 670 0153 Type 930/71 1976   "Beurlys" => Jean-Pierre Gaban (1977) => Vandermeulen brothers, B (1982) => Walter Pauwels, B colour: yellow (originally for Claude Haldi, repainted white before the first race)
930 670 0154 Type 930/71 1976   Eugen Kiemele => Jürgen Kannacher (1976) => Josh Sadler, GB (1977) => Mark Dorrington Niblett, GB (1979) => Gavin Watson, GB (1979) => John Bell, GB (1983) => Mauro Borella, I (1993) => Marion Ilotte, I (1993) => Dick Gundeck, USA (1995) => Paolo Faldini, I (2010~2011) colour: blue
930 670 0155 Type 930/71 1976   Egon Evertz => Jürgen Kannacher (1977) => Kenneth Leim (1978) => Richard Cleare (1980) =. Dave Morse, USA (1985) => Matt Drendl, USA (2000~2011) colour: red
930 670 0156 Type 930/71 1976   Alméras Freres => ?, J (2001~2011) colour: white
930 670 0157 Type 930/71 1976   Giuseppe Bianco => Roland Ennequin (1978) => Valentin Bertapelle (1981) => Manfred Freisinger, D (1984) => Gerald Harrison, GB (2010~2011) colour: white
930 670 0158 Type 930/71 1976   Gerhard Holub => Dieter Schornstein (1977) => Gerhard Holub (1978) => Jack Refenning (1980) => ? => Manfred Freisinger (2006~2011) colour: white; Jack Refenning (1980) might be wrong (see 930 670 0168)
930 670 0159 Type 930/71 1976   Georg Loos => Henri van Oorschot (1977) => Antony-Josef Suykerbuyk (1978) => ? colour: white
930 670 0160 Type 930/71 1976   Eberhard Sindel => Hans Forster (1978) => Hans Obermaier (1980~2011) colour: white
930 670 0161 Type 930/71 1976 GT Nicolas Koob => Hans-Christian Jürgensen (1977) => Mandy Gonzalez (1980) => Kikos Fonseca (1984) => ? (1988) => Dale Kennet, USA (1994) => Jim Torres, USA (1999) => Rick Davies, USA (2002) => Jim Torres, USA (2008) => Monte Shelton, USA (2008) => Mauro Borella, I (2010) => Bill Kincaid (2012) colour: yellow; Jim Torres now owns the tube frame 0161 replica built by Kikos Fonseca.
930 670 0162 Type 930/71 1976   Angelo Pallavicini => Werner Frank (1979) => Rick Borlase (1983) => Sid Ho, USA (1988) => Jim Torres, USA (1990) => Carlos Cortez, USA (1997) => Stuart Coleman, USA (1999) => Michael Schaeffer, USA => Monte Shelton, USA => Lloyd Hawkins, USA colour: yellow
930 670 0163 Type 930/71 1976   Egon Evertz => Tetsu Ikuzawa (1978) => Yoshiho Matsuda, J (1982) => Symbolic Motors, USA (1999) => ?, USA (1999) => Jim Torres, USA (1999) => ?, USA (2001) => Ranson Webster, USA (2008~2011) colour: orange
930 670 0164 Type 930/71 1976   Hubert Striebig => Yoshiho Matsuda, J (1980) => Symbolic Motors, USA (1999) => Harry Bytzek, CDN (2000) => Manfred Freisinger, D (2008) => anonym, GB (2011) colour: red
930 670 0165 Type 930/71 1976   Norman Hamilton => Allan Moffat (1978) => Martin Samson, AUS (1981) => George Parlby, AUS (1982) => Bruce Harris, AUS (1983~2011) colour: red
930 670 0166 Type 930/71 1976   Porsche-Kremer => Raymond Raus (1977) => Paul de Cock = "Alex" (1979) => Walter Pauwels, B colour: green
930 670 0167 Type 930/71 1976   Max Moritz => Gianpiero Moretti (1977~1978) => Cheester Vincentz => Jim Edwards, USA colour: orange
930 670 0168 Type 930/71 1976   Max Moritz => Glen Kolil (1980) => Jack Refenning (1981) colour: orange
930 670 0169 Type 930/71 1976   Girolamo Capra => Loris Ruggi, I (1980~2011) colour: red
930 670 0170 Type 930/71 1976   Dr. Jaime Lazcano, E   colour: black; planned entry for Le Mans 1976 but not accepted
930 670 0171 Type 930/71 1976 GT Claude Haldi => Enrique Molins = "Jamsal" (1978) => Kerry Morse, USA (1989) => Frank Gallogly, USA (1990) => Kevin Jeannette, USA (1991) => Bill Ferran, USA (1992) => Van K. Zannis III, USA (2000) => Steve Goldin, USA (2011) colour: red; reserved by Georg Loos but he then took a delivery of only 930 670 0175, so this was in the end purchased by Claude Haldi. Converted to full 935 by Chuck Gaa in 1980.
930 670 0172 Type 930/71 1976   Richard Leder => Volkert Merl (08/1976) => Peter Zbinden (1978) => Pierre Schärer (1980) => Peter Baumann, CH (1982~2011) colour: white
930 670 0173 Type 930/71 1976   Al Holbert => Whittington Brothers (1978) => {scrapped} colour: white
930 670 0174 Type 930/71 1976 Trans-Am Vasek Polak => Ottokar von Jakobs (1998~2011) colour: white; Raced by George Follmer to win Trans-Am championship in 1976.
930 670 0175 Type 930/71 1976 GT Georg Loos => Peter Gregg (11/1976) => Gary Belcher (1977~1978) / {destroyed} => John Gunn (1978) / {rebuilt on 911 620 0385} => Ricardo Londono (1980~2000) => Phil Bagley (2001) => ?, USA (2001~2009) colour: red
930 670 0176 Type 930/71 1976   Vasek Polak => ?, USA (1976) => Ron Sprangler, USA (1977~1981) => Chuck Kendall, USA => Jamie Mazotta, USA => Ken Rodriguez, USA => Byron Madsen, USA => John McGaw, USA colour: white; The car was never raced.
930 670 0177 Type 930/71 1976   Sonauto => Henri Cachia (1976) => Daniel Urcun (1978) => Christian Bussi (1979) => Angelo Pallavicini (1981) => Enzo Calderari (1983~2004) => Dr. Giuseppe Lucchini (2004~2011) colour: white
930 670 0178 Type 930/71 1976   Heinz Schiller => Angelo Pallavicini (1979~2011) colour: white
930 670 0179 Type 930/71 1976   Vasek Polak => Roman Hertado, USA => Bruce Canepa, USA => Kenneth Rodriguez, USA colour: white
930 670 0180 Type 930/73 1976   Vasek Polak => Ted Field (1976) => Hal Shaw (1978) => Tom McIntyre (1983) => Bruce Canepa, USA (2009) => Jeff Lewis, USA (2011) colour: white
930 670 0540 Type 930/71 1976   Klaus Drees    


 

934.5 Cars 

Porsche 934 1/2 (1977 customer cars):

Chassis Engine Year Group First owner Next owners (year) Comment
930 770 0951 Type 930/73 1977   Peter Gregg => Jim Busby (1977) => Monte Shelton (1978~1983) => Ted Anderson, USA => Llyod Hawkins, USA colour: white
930 770 0952 Type 930/73 1977   Peter Gregg => Bruce Leven (1978) => Les Lindlay (1979) => Dave Aase (1987) => Bob Weber (2004~2011) colour: white
930 770 0953 Type 930/73 1977   Ted Field {written off - rebuilt with 930 890 0037} colour: white; Written off and probably rebuilt with 930 890 0037.
930 770 0954 Type 930/73 1977   George Dyer => Bruce Canepa (1978~2011) colour: white
930 770 0955 Type 930/73 1977   Vasek Polak => ?, USA (1998) => Dener Pires, BR (2007~2011) colour: white
930 770 0956 Type 930/73 1977   Ciro Nappi = "Dino" (1977) => Carlo Noce (1978?) => Jürgen Lässig (1979?) colour: red
930 770 0957 Type 930/73 1977   Bob Hagestad => Charles Mendez (11/1978) => Kevin Jeannette (1988) => ?, USA (1998~2006) => Steve Goldin, USA (2006~2011) colour: white; In 1983 converted as a road car for Charles Mendez.
930 770 0958 Type 930/73 1977   Ludwig Heimrath => Andre Gaudet, CDN (1995) => Jim Lawrence (2009~2011) colour: white
930 770 0959 Type 930/73 1977   Dick Barbour (1977~1980) => Lloyd Hawkins, USA => Kerry Morse, USA => Dick Barbour, USA => ?, J => ?, USA colour: white
930 770 0960 Type 930/73 1977   Ron Brown => Clifford Kearns {crashed in Daytona 1978} => Kevin Jeannette; parts re-chassised at AIR on chassis DMV 470 12CA=> Clifford Kearns (1978) => Dave Dopke (1979) => Marty Hinze (1980) => Kevin Jeannette (1987) => Phil Bagley, USA (1988) => Mike Gammino, USA (1998) => Van Zannis III (2000) => Steve Goldin (2011) colour: white



 

Independently built 934s:

Chassis Engine Year Group First owner Next owners (year) Comment
006 00022 Type 930/71 1977   Kremer Racing => Preben Kristoffersen (1978) => Fritz Engelhardt, D (1978) => Peter Pospieszczyk & Bo Strandell (1980) => ?, Japan => Bo Strandell (~2006~2007) => Kerry Morse, USA (2007) => Jim Edwards, USA (2007~2011) colour: green; Finished 1st in GT and 7th overall in Le Mans 1977.

 

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3 hours ago, Raven said:

the unique air to water front mounted intercoolers ..

A what??? Just to clarify I was always in the impression that the two side “ports” in the front was for cooling the intercooler heat exchangers. Added benefit of the WTA set up was the ability to move weight from the back of the car to the very front.

Love me a good 934!

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2 hours ago, Uncle said:

A what??? Just to clarify I was always in the impression that the two side “ports” in the front was for cooling the intercooler heat exchangers. Added benefit of the WTA set up was the ability to move weight from the back of the car to the very front.

Love me a good 934!

Does this clarify it ?

4D56B6E9-28C2-4C21-ADAE-1AF3A5408F84

 

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934/5 

History

The Porsche 934/5 was assembled from 10 samples of Porsche 934 and Porsche 935, by incorporating the Chassis and engine of the 934 with the wheels, tires and rear wing configuration of the 935, creating the new 934/5.[2] The goal for the new design was to compete in the Group 4 racing competition of the IMSA (International Motor Sport Association) in 1977. On January 22, 1977, Peter Gregg (racing driver) and Brumos crew team flew to Germany, in order to acquire the resources necessary for this new car under construction to be assembled. Gregg and his team decided to fit the 934 with the 935's rear wing and to add a turbocharger, so that they could compete with the other racing cars, such as the more powerful DeKon Monzas. The name has been carefully selected and origins from the Porsche 911 Turbo (code-named 930). The "4" in the name comes from the fact that the 934/5 was built to compete in the Group 4 of the IMSA.[3]

Design

For the design of the Porsche 934/5, Porsche was strongly inspired by its previous models. The basis for design has been influenced by the Porsche 934. However, Peter Gregg and his team made the decision to fit the newly designed car with the large rear spoiler, the widened body work and the big fenders from the composition of the Porsche 935. The widened body work was required for the large rear wheels to fit. The result of the mixture between the 934 and 935 is a prototype-looking car, ready to dominate the racing tracks, which it was designed for. 

The creation of this car has been made possible by a change in rules. In the 1977, the IMSA had implemented a rule that allowed Porsche racers to add a single turbocharger to their cars, to increase their competitiveness versus the rival race cars which featured more horsepowers. As a result, a 3 Liter Flat-six engine (also referred as the boxer engine), fitted with a single KKK turbocharger, that could generate 590 bhp, and go 0 to 60 in 5.6 seconds was created for the 934/5 . The car also sported huge rear wheels, which made it a tough job to drive the car correctly, especially at high speeds
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16 hours ago, OZ930 said:

Does this clarify it ?

4D56B6E9-28C2-4C21-ADAE-1AF3A5408F84

 

Hence my what the!??

What is interesting is the volume of water actually in the system. In the scale of things it's quite small. I wonder why they didn't have an ice/water tank inside the cabin. You could offest a little of the drivers weight. 

 

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