all about the classics we're passionate about - Autobild.es

Ancestor galleries often require some careful consideration. Is the pedigree really as solid as it seems? Or is it just a way to make easy money with the air of a brand icon? When it comes to these three, we actually have to go a little further, because at first glance only the design of their rear wings is common: we are comparing the Porsche 911 Carrera RS 2.7, Porsche 911 Sport Classic (992) and Porsche 911 Sport Classic (997).

The spoiler wasn’t just a style item in the early ’70s, it actually made sense from an aerodynamic point of view. Porsche, tested many times in the wind tunnel, the perfect height and angle of attack were meticulously calculated. A 992 Sport Classic With the Carrera’s stock expandable spoiler it probably doesn’t work much differently of this type.

The wing is, in any case, a distinguishing feature, as is the original rear-wheel drive and manual transmission combination, and that’s exactly what makes the new one so appealing again.

After all, based on this Turbo, and only available with all-wheel drive and dual-twin. So Porsche didn’t just create visual respect. But before we get into 992, let’s go back 50 years.

If you drink, don’t drive, but if you’re not sure if you can do it, it’s better to get yourself tested before you start.

If you wanted a pure mid-size 911 in the early 1970s, the RS 2.7 was perfect for you: 50 years ago, 210 hp it was the order of the day, but of course there was sports cars more strong. But with a weight of just under a ton, the two-seven went from 0 to 100 at the level of the most powerful sports car.

He weighed just 2,000 pounds, completely gutted and with every possible slimming measure. The seats, unlike the others, were only moderately padded and upholstered. 2.4SThe very comfortable and original door panels, as well as the two small rear seats, have been abandoned.

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The new one doesn’t go through this diet ritual, but it’s about half as heavy as the RS, which thins and integrates its metal sheet as much as possible. plastic bumper instead of the chrome ones that were customary at the time. Even the windows are made of a thinner glass. Naturally, this complete lack of material meant that the sound reached the driver much less filtered.

Porsche produced more than enough 911 RS 2.7

Harsh, noisy, annoying – does this attract customers? Yes, and in what way: Instead of the 500 units required for racing homologation, Porsche eventually produced more than triple that number. with equipment lines Sports and Travel -yes, there was already such a thing back then- the client could finally decide how extreme he wanted it to be.

this sports version light weight (order code M471) meant there were no floor mats, clock and armrests in addition to the rear seats. The final result is 960 kilograms. Most buyers weren’t that brave, though, preferring to order the Touring package, which comes in at 250 pounds.

In the end, more celebrities than celebrities viewed the RS as a prestigious object to walk the golden mile of their city. sports pilots The RS 2.7 was to be used in races in whose expert hands.

And it was really expensive back then, but compared to today’s prices of course it’s a joke. If you had bought a few pieces back in 1973 and used them with care over the years… To give you an idea: today you have to pay around half a million for an RS depending on the rarity of the equipment and it’s famous for its first owner. And it could be much more.

However, driving it is a particular challenge. Not because the clutch is particularly stiff or because of the way it starts: 2.7 liters He revives with some hesitation, but that’s okay, after clearing his throat a few times, he falls into a sizzling state. And that we continue to idle.

Once on the road comes the real challenge: downshifting is a real chore for taller drivers. Not much play between steering wheel and long gear lever, and this is exactly where the right thigh opens. The only possibility: twisting the right ankle unnaturally, but you can’t accelerate that way.

Despite this, we managed to roll over and reach the traffic light in front of the Porsche roundabout in the museum. Again, the same procedure, but this time with an audience, most of whom have their cell phone cameras pointed at us. Fortunately it works…

Abnormally long we engage first gear, shift straight into third gear, the car smells of fuel and mineral oil, the smell of real motorists.

Surprisingly, when it was released, it was legendary 911 It is not as tough and stubborn as it seems. The clutch can be adjusted precisely, the steering works smoothly, even if less clearance is desired in the middle position, at least when driving at full speed. But hey, it’s a car that’s approaching 50 years old, so we can forgive it for that.

The chassis really has no regrets, as it shows the driver over the first manhole covers. But in return, we get the benefit of being on the winding back roads around Stuttgart.

RS is pure joy

It lets it sway willingly in corners, stays neutral for long periods of time, and shows only slight signs of understeer, despite the rearward weight distribution. Of course, we’re not pushing the limits on public roads here, we were told beforehand that the museum wants to bring it back in one piece. Understandable.

But we can feel the pleasure of acceleration. curves with. It twitches slightly at the rear, pushing forward strongly from around 3,500rpm, screwing linearly to the limit at 7300rpm, always accompanied by the sound of his increasingly muffled, increasingly addictive boxer.

If you want to experience this for about a quarter of the price: the Carrera 2.7 had the same power unit as 210PS and 255Nm. However, it took 37 years for Porsche to reinvigorate the body shape that established its racing image for the first time in the 911 series. 997 Sport Classic.