The Le Mans 24 Hour Class Winning
1974 Porsche 911 Carrera 3.0 RS
Porsche has to be one of the most evocative and prominent brands of all time. Steeped in motorsport heritage, in its 71 years of existence, Porsche has achieved staggering heights in nearly all forms of motorsport. The crisp stylish lines of their cars evoke passion and excitement while also managing to remain functional and approachable. No mean feat. A great deal of the marques fame is due to the iconic 911, now in its 55th year of production. A car as at home on the road as the track, it has decimated the test of time and continues to innovate and lead the way forward.
The 911’s long association with the motorsport started in the hands of a few privateers but it was not long before the factory took up the baton. The first visit in what became a long love affair with Le Mans was in 1966, and 911 went on to be a dominant force both on the track and the rally stage. The 911 went on to win the European Rally Championship in both 1967 and 1968, with the late Björn Waldegård using a 911S to secure back-to-back victories on the prestigious Monte Carlo Rally in 1969 and 1970.
However; it was the forward vision of Ernst Fuhrmann, the newly appointment head of Porsche in 1972, that took the 911 to the next level and lead to some of the most coveted and desirable Porsches ever, the 911 Carrera RS. Fuhrmann, recognised the 911’s special nature and threw his full support behind the car; initiating a project led by master engineer Norbert Singer that resulted in 1973’s Porsche 911 Carrera 2.7 RS and 2.8 RSR, the forerunners to the 1974 Carrera 3.0 RS offered here for sale.
The 2.7 RS was a lightweight, more powerful variant of the 911S, essentially a streetcar adapted for the racetrack. So popular was the 2.7 RS that 1,580 examples were sold before production ended in July of 1973. On the back of dominance of the 911 S in the newly launched European GT Championship of 1972, Porsche made the decision to develop a new car for the following year to maintain its dominance in long-distance GT racing. Based upon the already lightweight Carrera RS 2.7, the 2.8 RSR was offered for 1973.
80 kg lighter, posting a further 90BHP and a myriad technical changes including wider Fuchs wheels and wheel arches, as well as a low-level front air dam with integral oil cooler, giving the RSR a much more aggressive presence. The suspension refinements and a 917-based braking system greatly enhanced handling and drivability, very much leading the way for the 3.0 RS to come. Only 55 RSRs were built and they led to arguably the three most important outright victories for the 911, the 1973 Daytona 24 Hours, the 1973 Sebring 12 Hours and the 1973 Targa Florio.
The Carrera 3.0 RS
For 1974 the 2.7 RS and 2.8 RSR were surpassed by the new Carrera 3.0 RS. With the development on Porsche’s new G Series 911 and the larger engine, two versions were offered: the street-legal Carrera RS, which was ideal for racing and rallies; and a full racing package, the RSR, typically running in Group 5. Like its 2.7 predecessor, the 3.0 RS was an exercise in weight reduction. The roof, door panels, instrument panel and seat pans were of thin-gauge steel, and the front and rear bumpers, front lid and engine-compartment lid with its larger integrated spoiler, were all made of fibreglass. While the windshield remained stock, the remaining panes were made of a thinner glass, and the rear quarter windows were fixed.
Large fender flares, like those on the 1973 Carrera RSRs, were added to accommodate the 8-inch front and 9-inch rear wheels and Pirelli CN36 tires. The nose was refashioned in reflection of the G Series’ new styling and sported a large inlet for oil cooling and two smaller ones for brake cooling. For the first time, all exterior trim was painted black.
Except for a new three-spoke steering wheel, the stripped cockpit was much like the 2.7’s: The front seats were simple buckets; there were no rear seats, armrests or clock. A thin layer of felt covered the metal surfaces, the doors were pulled closed by cords, and rubber mats replaced the carpets and sound-deadening materials. Four-point seatbelts and rollbar mounting points were further evidence of the RS’s raison d’être.
The 3.0-litre six in street trim was a larger and slightly detuned version of 1973’s RSR powerplant, now with an aluminium rather than magnesium crankcase. Output was increased to 230 horsepower at 6200 rpm, and the 9.8:1 compression ratio made it the first 911 to require premium fuel. Power was sent to the rear wheels through a manual five-speed transaxle with limited slip differential. An external oil cooler also was standard RS fare.
Braking was more than adequate — not surprising considering the four-wheel ventilated and cross-drilled discs and callipers were borrowed from Porsche’s mighty 917 Can-Am racer. Dual master cylinders and an adjustable crossbar for front/rear brake bias were standard. The suspension was similar to the 1973 RSR’s but was revised for 1974 with stiffened trailing arms pivoted from solid spherical joints, stiffer rear torsion bars, adjustable-length lever arms on the front and rear anti-roll bars, optional raised spindles for the front suspension struts, and allowances for the mounting of steel or titanium coil springs over the Bilstein shock absorbers.
Because the new RS was judged to be an evolution of the RS 2.7, FIA regulations dictated that only a minimum of 100 examples of the two versions needed to be built. A total of 109 Carrera RS 3.0 models were built for 1974. Of those, 55 were RS models and 54 were RSRs.
This Car – Chassis 911 460 9034
This stunning example, chassis 911 460 9034, was produced in March 1974. As detailed on Porsche Certificate of Authenticity in the history file, it was built to French Specification, fitted with Engine Number 6840061, painted in Grand Prix White (reputedly with gold Carrera stripes), black leatherette interior and black cloth seat inlays. It was delivered to Paris where it was registered 9500 CQ 93 by Gerard Meo.
9034 was then race prepared for Meo by Jean Egretaud’s shop in Bordeaux and run in the 1974 French Championship “Championnat de France des Circuits”, in Group 3. As can be seen below, the car went on to be raced and hillclimbed throughout the season with great success. 1974 saw the cars first completion of the Le Mans 24 Hours, finishing a respectable 14th overall and its first visit to the Tour de France.
08/04/1974 Nurburgring DRM Gerard Meo 15th
15/04/1974 Coupe de Plaqe, Nogaro Gerard Meo 6th
20/04/1974 Coupe Henri Oreiller, Nogaro Gerard Meo 1st
21/04/1974 Tonerre hillclimb Gerard Meo 2nd
28/04/1974 Montlhery Gerard Meo, #111 3rd in class.
12/05/1974 Nivernais Hillclimb Gerard Meo 1st
26/05/1974 Champagne Race Gerard Meo 3rd O.A./1st Group 3
03/06/1974 Montaigu Hillclimb Gerard Meo 2nd in Group 3
15-16/6/1974 Le Mans 24 Hours G. Meo/Egretaud/C. Lagniez, #63 14th O.A./8th in GTS
15/07/1974 Magny Cours Gerard Meo 1st
21/07/1974 Croix en Ternois Gerard Meo 2nd in Group 3
04/8/1974 GP von Europa, Nurburgring Gerard Meo 15th.
01/09/1974 D’Urcy Hillclimb Gerard Meo, #66 1st
Sept 1974 100 Laps of Magny Cours Gerard Meo / R Tououl 1st
13-21/09/1974 Tour de France Gerard Meo/”Mejean”, #106 DNF.
For 1975 the success continued with 9034 taking 4th overall in the European GT Championship, now running in Group 4 with an RSR engine & bodywork fitted.
1975 Magny Cours 100 laps Gerard Meo/Raymond Touroul 1st
04/05/1975 Spa Result unknown
01/06/1975 Nurburgring Result unknown
16-17/6/1975 Le Mans 24 Hours C. Bussi/P. Metral/G. Meo, #61 23rdOA/9th in class.
17/08/1975 Dijon Gerard Meo/Guy Mejean Crashed.
After the Dijon accident, Egretaud purchased a new replacement shell, number 006 0001, supplied by Porsche in late 1975. The ‘new’ car built around chassis number 006 0001 went on to enjoy a long competition career including the Tour de France, Tour de Corse, Monte Carlo Rally and numerous other races and rallies.
The damaged chassis of 9034 was then sold to the well known racers and Montpelier based, Almeras Freres, in late 1975 where it was repaired and rebuilt as a 3.0 RS Group 4 car. It was allocated chassis number SM1107534, as the VIN Tag with chassis number 9034 had been transferred to 006 0001 to allow it to continue using the 9500CQ93 French Registration previously on 9034.
Using the new allocated chassis number SM1107534 the car was then given a new road registration 5632 QZ 34. When finished, Almeras Freres sold the car to Maurice Ouviere in Brest who then registered it 2490 RH 29. Sponsored by his night club/disco, “Flashback” and with the car run by the Almeres Freres, he then embarked on two full and successful seasons of races, rallies and hill climbs in 1976 and 1977.
20-21/03/1976 Rally de L’Ouest Maurice Ouviere 1st
(The start was given in mid-March on the circuit Rouen-les-Essarts, and included tests on circuits such as Le Mans, La Baule, Grand-Couronne, and hill climbs, and short special stages on closed tarmac roads in western France.)
27-28/03/1976 Rallye de Touraine Maurice Ouviere Result Unknown.
20/04/1976 Rallye De l’Armor, Maurice Ouviere/C. Lefebvre; #22 22nd OA/1st Group 3
09/05/1976 Corse du Cote de St Germain Maurice Ouviere 1st Group 3
16/05/1976 Course du Cote Arboras Maurice Ouviere, # 95 Result Unknown.
23/05/1976 14th Rallye de l’Ouest Maurice Ouviere/B Toux 52nd OA.
(Led for most of the way-navigation error at end). “Flash Back to Rally West Armor 76. They lose the rally following a pointing error in returning to St Brieuc arrival.”
12-13/6/1976 Le Mans 24 Hours Gahinet/Ouviere/Gadal, #71 12th O.A./1st Gr. 4
1976 Rallye D’Anjou Maurice Ouviere/C. Lefebvre 1st
5/9/1976 Le Ronde Cevenol Jean Claude Andruet, #1 (running a 935 rear wing) 1st
17-24/9/1976 Tour de France Almeras entered, Registration 2490 RH 29, Jean Claude Andruet/Sartoux/Sainx,#333 9th O.A.
20/10/1976 Giro d’Italia Jean-Yves Gadal/Andre Gahinet 11th O.A.
The 1977 season saw 9034 return to the Le Mans 24 Hours for the fourth and final time, making it an impressive four out of four finishes. Not a mean feat by any means. 9034 took on the Monte Carlo Rally and revisited the biplane rear wing debuted by Jean-Claude Andruet the year before. 9034 also reputedly featured in Walt Disney’s classic movie Herbie Goes To Monte Carlo.
22-28/01/1977 Monte Carlo Rally Francis Bondil/Denise Emanuelli, #17 DNF
5-6/03/1977 Lyons-Charbonniere Rally J-P Rouget/D. Emmanuelli 3rd
Cote de Font RomeuMaurice Ouviere, #64 Result Unknown
Cote FleurieMaurice Ouviere, #3 (935 tail fitted)Result Unknown
19/4/1977 Rallye de L’Armor Maurice Ouviere (935 tail fitted)
11-12/06/1977 Le Mans 24 Hours Rented from Almeras Freres and driven by Jean-Louis and Jackie Ravenel 14th O.A./4th Gr.4
1978 proved to be the last year of regular competition for 9034 when the car was sold to Jean-Claude Gas in Toulon, road registered 1244 RP 83 and was entered in a few rallies and hill climbs some of which listed below. Gas finished the 1978 French Hill Climb Championship 7th in the car with 570 points.
St Antonin Hill Climb Jean-Claude Gas, #70 Result Unknown
Mont Dore Hill ClimbJean-Claude Gas, #575th in class
Beaujolais Rallye Jean-Claude Gas, #122 Result Unknown
Gas retained 9034 from 1978 and ran it again in 1981 in the Ronde de la Durance on the 4-5/04 with race number 131.
In 1984 ownership appears to passthrough a number of owners from M. Rodrigue of Hyeres, to M. Louviere and then Bruno Briganti and was road registered 1914 MS 92. In 1985 9034 was sold to Michael Lavers of London via Almeras Bros, before selling to well known Porsche historian and racer John Starkey, a year later. He raced the car at Oulton Park, Silverstone and Mallory Park and sold it to Les Ward in 1987.
A decade later 9034 was sold to Paul Gilbreath, USA in 1997. In 2000 Gilbreath also purchased chassis number 006 0001 bringing these two related cars back together again.
After many years of ownership Mr. Gilbreath started the restoration of 9034. Unable to finish the project he sold both cars, 9034 and 006 0001, to well known racer and collector Chris Wilson in 2014. Mr. Wilson, not a man to cut corners with his cars, commissioned Heritage Motorsports of Florida to complete the restoration of both cars. Invoices in the extensive history file that accompanies the car show $182,000 spent on 9034 alone. The engine and gearbox were rebuilt by KMW and the car was repainted in its victorious 1976 Le Mans livery.
During the restoration Mr. Wilson reunited the original VIN Tag of 9034 (that had been transferred to 006 0001 in 1975) from 006 0001 back into 9034, where it remains to this day. 006 0001 was then sold as Chassis 006 0001, by Mr. Wilson at the Gooding & Company Amelia Island Auction in 2015.
Mr. Wilson retained the Le Mans Class Winner, this car, and had it prepared by Heritage Motorsports for the 2015 Daytona Classic 24 Hours, where it was driven by renown Porsche expert Andy Prill and prolific historic racer Mark Devis.
From Daytona, 9034 returned to the UK and was prepared by Andy Prill and his team in early 2016 for racing over here in Europe. A new FIA approved 6 point roll cage was fitted and new FIA papers were applied for and granted. 9034 was then driven by Chris Wilson and Nigel Williams in May 2016 in a round of the HSCC 80’s Endurance at the Silverstone International meeting.
Following this the car was treated to an engine out service by Prill Porsche Classic in preparation for that years prestigious Le Mans Classic. Unable to attend himself Mr. Wilson invited Andy Prill and fellow classic Porsche racer Robert Barrie to drive the car.
In 2016, 9034 was bought by the current owner. A former racer, BRDC member and keen Porsche collector, in his ownership 9034 has seen little use. It has kept good company in his impressively housed collection, has been serviced and fitted with a set of road legal tyres, and a more road appropriate exhaust (the race exhaust has been retained with the car).
9034 offers the opportunity to acquire a significant piece of Porsche racing history, making it a member of an exclusive club of Le Mans 24 Hour Class Winners. Add to the impressive four successful consecutive completions of the Le Mans 24 Hours the Tour de France, Monte Carlo Rally, Giro D’Italia, and so much more, this is a very exciting car indeed.
Accompanied by an extensive history file including a Porsche Certificate of Authenticity, copies of its original Le Mans 24 Hour entry forms, period photographs, correspondences with past owners, extensive invoices for work done over the years, a UK V5 and current FIA HTP Papers valid until 2026. As it was in its day, the rare 3.0 RS continues to be the choice for Le Mans, this time in the form of the ever popular Classic 24 Hours as well as an ideal and competitive entry for equally popular events like the Tour Auto and Modena Centro Ore.