9110200195 is a UK delivered RHD 911 E manufactured in the 12th month 1969 as a MY1970 car.
Having completed the restoration of my 2.4 E I wanted something in which to participate at historic motorsports events and the 2.4 was far removed from what I envisaged for my vintage racer.
There are numerous beautiful examples of the “Sport Purpose” early 911 on the forums but my intention was of a car that would be competitive should I get the urge to go wheel to wheel racing in Group S and so something a little more “Track Purpose” was planned.
And so it was that in 2008 9110200195 came in to my possession as it met 4 of my criteria, RHD, LWB, E and cheap.
A cheap 911, “no such thing” I hear you say and read time and again. In fact in 2008 the car was cheap, it was also on the other side of the country and there had been multiple offers on the car on the day it listed for sale- it was RHD, complete with its matching number engine and MFI, it’s dated Fuch’s, was originally 8080 Silver Metallic (racing red at purchase) and ‘some’ rust- I’d bought the 2.4 sight unseen without a PPI, how bad could the 2.2 be ? so I offered the full ask and the car was mine.
The car arrived at Simon Greenwood’s Autowerks workshop in February 2008- it was to be a month of major disappointment. Simon is about an hour south of me so I jumped in the car and headed off for a first look. Seeing the car I immediately had that sinking feeling and whilst complete it is fair to say it was stuffed- the jacking point couldn’t support the weight of the car, the sill simply lifting up in to the door, door frame in to the roof and then the car came off the ground ….
Pretty much the bottom 6 inches of the car was rust.
I needed some inspiration as the general consensus was the car should be binned and went searching on DDK as some of the cars restored in the UK defied belief, in particular I found a photo of a RHD S that Canford Classics were restoring, it was barely recognisable but considered salvageable, and so was to be my E.
The car was entrusted to the guys at Steve Kennedy Smash that had restored the 2.4 and due to my budget and their timetable, waiting for replacement panels etc it was 18 long months before the shell was complete and returned to Autowerks.
The 18 months weren’t wasted as Simon and I set about sourcing all the good bits/ missing bits/ refurbishing bits that were to make the car special.
The matching number engine was disassembled and the block carefully put away in storage. Locally we sourced a 2.4 7R block to build the engine up from, a nice 2.2 counterweighted crank was supplied by Spyder Automobiles in Victoria, the E TB’s were sent to Eurometrix in the US to be taper bored to S/ RSR spec, Gus at Pacific Fuel Injection rebuilt the MFI pump to 2.3L RSR spec, Charles Navarro at LN Engineering supplied a set of their beautiful NIKCKIES cylinders and custom 10.5/1 JE pistons a set of 1.5” George Narbel headers were supplied by RENNSPORT SYSTEMS and mated to a custom 3 outlet rally style muffler all ceramic coated. A fender mounted oil cooler keeps the whole lot running at the right temp. Under the car all the suspension is rebuilt using the best from Elephant Racing including adjustable Koni shocks, front and rear sway bars and moderate torsion bars.
The gearbox is the cars original 901 type box. Whilst the exact ratios escape me at the moment California Motorsport billet side cover, bearing retainer and intermediate plate keep it all together. A RENNSHIFT shifter and WEVO PSJ help with selection. A MODENA LSD is fitted.
Because I have zero mechanical and electrical ability the car had to be 100% reliable and to me there was a real weakness in relying on a 45 year old wiring loom. Prestige Auto Wiring in Victoria supplied a bespoke wiring loom.
One of my favourite threads on Early S is Show Me Satanic Details… please. The intention of the car was never to be a replica or pastiche of anything but I was inspired to incorporate some of the cool period items in the posts. Some of my favourite ‘light weight’ details are the drilled door handles supplied by TRE Motorsports’ Dave Bouzaglou and the polycarbonate vented light weight ¼ and pop out windows from Spektre. Along the way Ebay came good with a genuine RSR tacho and RS speedo, North Hollywood Speedo rebuilt the other gauges, Bill Rich supplied a pair of his beautiful replica REPA harnesses and Phil Lack did me a great deal on some of his GTS Classics BF Torino ST replica seats in hounds-tooth.
The car has a BOND bolt in ½ cage.
All of the panels on the car are steel.
All of the bright work has been correctly re-anodised to the very highest standard.
At the end of the day the car is what I had planed and hoped for, a beautiful, lightweight, track focused early 911.
The car is offered for genuine sale including it’s original matching number block, its original 5 x date correct and fully restored Deep 6 Fuchs (4 with near new 205/60 15 Pirelli rubber) , 6 x fully restored flat 6 Fuchs (2 with brand new and 4 with near new Yokohama AO48R 205/60 15 rubber),one left and one right 2nd hand but in very good condition front guards, one ’69 only engine lid in very good condition, fully reconditioned BREMBO front callipers and unused PAGID racing pads and a registered single axle Tilta Trailer.
As of completing Retro Speedfest over the June long weekend the car has competed less than 2000 k’s of testing and track time and remains virtually unmarked from its original restoration – the entire front of the car (spoiler, bonnet and front ¼ of guards) is covered in 3M Venture film.
To be frank and as was my intention this car is heavily track biased and whilst on NSW Historic Rego it is not a car I would want to do too many road miles in. During the restoration of the tub I made the decision to remove all underseal and insulation from the car, all glass other than the front windscreen and also install a smallish fuel cell, all in the aim of ‘adding lightness’- the car tips the scales with a full fuel cell at 940kgs. On its ‘road wheels’ I regularly run the car down to Autowerks on the Central Coast, a round trip of about 150k’s- not for the shy or retiring out on the road …
However, if you want to participate in historic motorsport then this is without doubt the finest competition orientated 911 on the market. This car has had a monumental amount of money spent on it to make it bullet proof and beautiful, simply enter, arrive and drive.
http://s12.photobucket.com/user/vint...?sort=3&page=1
Having completed the restoration of my 2.4 E I wanted something in which to participate at historic motorsports events and the 2.4 was far removed from what I envisaged for my vintage racer.
There are numerous beautiful examples of the “Sport Purpose” early 911 on the forums but my intention was of a car that would be competitive should I get the urge to go wheel to wheel racing in Group S and so something a little more “Track Purpose” was planned.
And so it was that in 2008 9110200195 came in to my possession as it met 4 of my criteria, RHD, LWB, E and cheap.
A cheap 911, “no such thing” I hear you say and read time and again. In fact in 2008 the car was cheap, it was also on the other side of the country and there had been multiple offers on the car on the day it listed for sale- it was RHD, complete with its matching number engine and MFI, it’s dated Fuch’s, was originally 8080 Silver Metallic (racing red at purchase) and ‘some’ rust- I’d bought the 2.4 sight unseen without a PPI, how bad could the 2.2 be ? so I offered the full ask and the car was mine.
The car arrived at Simon Greenwood’s Autowerks workshop in February 2008- it was to be a month of major disappointment. Simon is about an hour south of me so I jumped in the car and headed off for a first look. Seeing the car I immediately had that sinking feeling and whilst complete it is fair to say it was stuffed- the jacking point couldn’t support the weight of the car, the sill simply lifting up in to the door, door frame in to the roof and then the car came off the ground ….
Pretty much the bottom 6 inches of the car was rust.
I needed some inspiration as the general consensus was the car should be binned and went searching on DDK as some of the cars restored in the UK defied belief, in particular I found a photo of a RHD S that Canford Classics were restoring, it was barely recognisable but considered salvageable, and so was to be my E.
The car was entrusted to the guys at Steve Kennedy Smash that had restored the 2.4 and due to my budget and their timetable, waiting for replacement panels etc it was 18 long months before the shell was complete and returned to Autowerks.
The 18 months weren’t wasted as Simon and I set about sourcing all the good bits/ missing bits/ refurbishing bits that were to make the car special.
The matching number engine was disassembled and the block carefully put away in storage. Locally we sourced a 2.4 7R block to build the engine up from, a nice 2.2 counterweighted crank was supplied by Spyder Automobiles in Victoria, the E TB’s were sent to Eurometrix in the US to be taper bored to S/ RSR spec, Gus at Pacific Fuel Injection rebuilt the MFI pump to 2.3L RSR spec, Charles Navarro at LN Engineering supplied a set of their beautiful NIKCKIES cylinders and custom 10.5/1 JE pistons a set of 1.5” George Narbel headers were supplied by RENNSPORT SYSTEMS and mated to a custom 3 outlet rally style muffler all ceramic coated. A fender mounted oil cooler keeps the whole lot running at the right temp. Under the car all the suspension is rebuilt using the best from Elephant Racing including adjustable Koni shocks, front and rear sway bars and moderate torsion bars.
The gearbox is the cars original 901 type box. Whilst the exact ratios escape me at the moment California Motorsport billet side cover, bearing retainer and intermediate plate keep it all together. A RENNSHIFT shifter and WEVO PSJ help with selection. A MODENA LSD is fitted.
Because I have zero mechanical and electrical ability the car had to be 100% reliable and to me there was a real weakness in relying on a 45 year old wiring loom. Prestige Auto Wiring in Victoria supplied a bespoke wiring loom.
One of my favourite threads on Early S is Show Me Satanic Details… please. The intention of the car was never to be a replica or pastiche of anything but I was inspired to incorporate some of the cool period items in the posts. Some of my favourite ‘light weight’ details are the drilled door handles supplied by TRE Motorsports’ Dave Bouzaglou and the polycarbonate vented light weight ¼ and pop out windows from Spektre. Along the way Ebay came good with a genuine RSR tacho and RS speedo, North Hollywood Speedo rebuilt the other gauges, Bill Rich supplied a pair of his beautiful replica REPA harnesses and Phil Lack did me a great deal on some of his GTS Classics BF Torino ST replica seats in hounds-tooth.
The car has a BOND bolt in ½ cage.
All of the panels on the car are steel.
All of the bright work has been correctly re-anodised to the very highest standard.
At the end of the day the car is what I had planed and hoped for, a beautiful, lightweight, track focused early 911.
The car is offered for genuine sale including it’s original matching number block, its original 5 x date correct and fully restored Deep 6 Fuchs (4 with near new 205/60 15 Pirelli rubber) , 6 x fully restored flat 6 Fuchs (2 with brand new and 4 with near new Yokohama AO48R 205/60 15 rubber),one left and one right 2nd hand but in very good condition front guards, one ’69 only engine lid in very good condition, fully reconditioned BREMBO front callipers and unused PAGID racing pads and a registered single axle Tilta Trailer.
As of completing Retro Speedfest over the June long weekend the car has competed less than 2000 k’s of testing and track time and remains virtually unmarked from its original restoration – the entire front of the car (spoiler, bonnet and front ¼ of guards) is covered in 3M Venture film.
To be frank and as was my intention this car is heavily track biased and whilst on NSW Historic Rego it is not a car I would want to do too many road miles in. During the restoration of the tub I made the decision to remove all underseal and insulation from the car, all glass other than the front windscreen and also install a smallish fuel cell, all in the aim of ‘adding lightness’- the car tips the scales with a full fuel cell at 940kgs. On its ‘road wheels’ I regularly run the car down to Autowerks on the Central Coast, a round trip of about 150k’s- not for the shy or retiring out on the road …
However, if you want to participate in historic motorsport then this is without doubt the finest competition orientated 911 on the market. This car has had a monumental amount of money spent on it to make it bullet proof and beautiful, simply enter, arrive and drive.
http://s12.photobucket.com/user/vint...?sort=3&page=1
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