Beschreibung:

What? You want all the trick stuff that turns a B-program long wheelbase 2.0-liter Porsche 911 into the scourge of 2-liter historic racing “sedans”? This is the E-ticket ride: refined, developed, enhanced and improved. That’s the B-program Porsche 911. The first Porsche 911 (née 901) got the new overhead cam, dry sump, flat six-cylinder engine, clutch and transaxle nearly right. With mechanical specifications changed so much from the 356, Porsche’s engineers elected to stay with what they knew and understood: a low-mounted horizontally-opposed rear-mounted engine with rear wheel drive and transaxle. They accordingly packaged their new car tightly, fitting everything into a short wheelbase of 2,211mm. Despite their best efforts at reducing the engine’s mass, however, its position outside the wheelbase exaggerated the effects of the polar moment of inertia. The O- and A-series 911 swapped ends like a carnival ride. In July 1968 Porsche resolved that problem by lengthening the wheelbase by 57mm (2 ¼ inches), accomplished by relocating the independently sprung rear wheels within the same bodyshell. Wheelbase changed, but overall length and the positioning of the engine didn’t. Moving the rear wheels back and using a lighter magnesium crankcase helped to even out front-rear weight distribution, while wider 6” rims and slightly flared rear fenders increased the front and rear axles’ track. The 911’s evolution had begun. In 1969, Porsche introduced a legend, the 911S. If heat transfer (as in the cylinder heads) or stiffness (as in the cam boxes) wasn’t a requirement every alloy in the 901/02 engine was replaced with magnesium. Titanium alloy – unprecedented in 1969 – was chosen for connecting rods. Dual ignition ensured both rapid ignition in the combustion chambers and reliability. Triple-throat Solex carbs were abandoned for precisely tune-able Webers and their free-breathing characteristics were augmented by bigger valves and higher lift cams with more aggressive timing. The vastly undersquare B-program 2-liter Porsche 911S with its lightweight engine components benefiting from Porsche’s years of experience with small displacement, high revving engines is one of the most exhilarating, free-revving, exciting naturally aspirated automobiles ever built. In the B-program chassis with refined torsion bars, precisely tuned suspension settings, anti-roll bars and ventilated disc brakes it is a driver’s dream, responding almost intuitively to the driver’s slightest inclination and racing through Porsche’s legendary gearbox with prescient precision. Mike Amalfitano’s 1969 911S has been developed as a reliable and safe weekend track day car by noted Porsche specialists Klub Sport Racing of Florida. A full roll cage extends from the front suspension mounts to the engine, stiffening the already robust Porsche 911 structure to retain the suspension’s alignment in the most aggressive maneuvers. We are advised by Klaus Fischer that its Weber carbureted engine has been rebuilt by Klub Sport, in addition the car also had a special reinforced gearbox installed. This particular 911 was often enjoyed by Mr Amalfitano on the race track, and consequently he painted it in his favorite colors of red, black, and yellow as an homage to its German heritage. Significantly, the roof bears an insignia in black permanent marker: “Last Mission – Brian Redman”. This was done as a tribute to the late Mr Amalfitano by his expert race mechanic, Klaus Fischer. At the February 2010 Targa 66 event, Brian Redman, driving this car, led a handful of Targa members on several formation laps in Mike’s honor, culminating in a “missing man” formation – the “Last Mission”. Every component of this 911S has been fabricated, tuned, massaged and developed for maximum performance. It will provide its next owner with a well-prepared vintage track car that should provide countless weekends of enjoyable racing. Without reserve