We are delighted to present this extremely rare Sports Purpose Porsche, a 1971 S-T built by the Porsche factory.
The Porsche 911 S-T is, in many ways, the ideal ‘do it all’ Sports Purpose Porsche. This particular model, chassis number 9111301251, is a remarkably intact example, having a clear history through two restorations to the present day.
Presented in a fast road specification, with a race engine fitted by acknowledged experts Rugen, this special car is ready to head off on the Tour Auto or just to the local hillclimb.
Chassis number: 9111301251
Engine: 911/02 – 2.3 twin plug
Gearbox: 911/82 – Nurburgring ratios & LSD
Colour: Conda Green 222
Interior: Black with Cord
Around 50 of these cars were made by Porsche in the period from late 1969 – 1971. A run of special shells was built using thinner gauge steel in certain areas and omitting body parts that were redundant for racing. Twelve cars were retained for use by the Works team and the rest were sold to customers.
The particular specification for each car was bespoke and depended on its ultimate use. Some cars were built for circuit racing, some for rallying and a small number remained as road cars. The official designation for these lightened cars was simply “Option M471”. There was a long list of other options that could be chosen and nothing was standard other than the initial “M471”.
The official build specification of the car indicates that it left the factory with an M471 lightweight body, a simplified interior, no underseal and thinner than standard glass. It was fitted with an “S” spec 2.2 L engine and short ratio “Airfield” competition gearbox – the second shortest of the 4 factory competition gear sets.
The list of additional racing options is extensive and it seems clear the car was intended for short circuit or hillclimb competition.
The supplying dealer was Mahag in Munich, a known supplier of competition cars. There is no record of the identity of the first owner so we cannot be sure that the car was raced in period. However, its specification strongly points to it having been ordered with competition in mind.
The car’s ownership history can be traced from 1989 when it was purchased by Swedish rally cross ace Rolf Nilsson from an owner near Munich. He restored the car from bare metal and noted that it was in remarkably solid and original order with no renovation needed to correct rust or body damage. Having completed the car ,he raced it only twice in 1992 and 93 as he found it to be uncompetitive in its class. He then sold it to his local VW dealer, Ulf Lundburg, who kept it as part of his personal collection, using it only very occasionally. Lundburg emigrated from Sweden in 2013 and sold the car via a dealer to its present owner in the UK.
The current owner commissioned a full restoration of the car which took over three years to complete. The engine and gearbox were rebuilt by Manfred Rugen of Hepstedt, Germany, one of the world’s pre-eminent Porsche engine builders. Further detail work was completed by Sportwagen of Southend, England, another world class Porsche specialist. The car was completed very recently and has only done a few hundred miles of shakedown testing since. Records of the restoration are extensive with over 700 photographs on file.
In terms of authenticity, so important on these early 911s, the car has all of its identification markings intact: the VIN stamping in the luggage compartment, the original VIN tag, the production number stamping under the dashboard, the original production number wax marking on the dash cowl and the original engine number.
Many of the other distinguishing features are also visible: the factory-installed competition seat belt mounting points, the factory mounting plates for the rear roll cage, the factory-installed driver’s footrest, lightweight glass and deletion of parcel shelf locating hooks.
The engine rebuild by Manfred Rugen to period Group 4 specification, with the bore increased to 85mm giving 2,247cc (which the factory referred to as “2.3” in period). It is equipped with high compression pistons, titanium conrods, Bosch racing fuel injection pump, high butterfly induction, twin plug distributor, small diameter racing cooling fan and centre oiled cams. It has not been dyno tested yet but Rugen predicts it will be good for at least 240 hp – and the driving experience certainly bears that out.
The body was restored with widened wheel arches permitting the use of 8” Fuchs rims at the front and 9” at the back. The arches used were NOS factory steel items. Great care has been taken with the paintwork to ensure as close to factory finishes as possible. As a result, the car has an authentic appearance and does not present as overly shiny or fussy.
The interior has been finished to factory lightweight spec. It retains the leather Recaro Sport seats which have been in the car for many years and which Rolf Nisson inherited when he bought it in 1989. These have a patina that is impossible to reproduce so the owner has wisely chosen to repair them rather than recover them. The car also retains its leather covered factory rollover bar and the instruments are also thought to be original to the car.
Overall the car presents as an authentic period race car and retains a character that is all too often lost in the modern restoration process.
The 1971 911 S-T has always been a very desirable car and is regarded by many as the most beautiful of all the 911 iterations. The wheel arches were widened by just enough to give the car a purposeful appearance while the lack of aggressive aerodynamic features found on later cars means it retains the purity of the original 911 shape. It’s no coincidence that the Singer cars and the latest 992 design bear more than a passing resemblance.
The key attraction of this particular car is its status as an intact original lightweight S-T with strong proof of identity. Many of these cars were either raced to the point of destruction or extensively modified such that little of the original car remains. It is extremely rare to find an S-T in such a complete condition and with so many identifying features still present.
As well as being beautiful and rare, a properly prepared 1971 S-T such as this is also a hugely eligible event car. Its size, power to weight ratio and durability make it perfect for top tier road rally events such as Tour Auto or Modena Cento Ore where it would run in FIA Period G1. The combination of rarity and performance would also make it an ideal entry at Le Mans Classic in Plateau 5.
Lastly, and probably most importantly, these cars are a dream to drive. They are a perfect mixture of power, weight and grip that is accessible to mere mortals and that does not require a modern F1 circuit to be enjoyed.