Montecarlo Rally 1971

Montecarlo Rally 1971


1st Round of the World Rally Championship

1971 World Rally Championship – 40th MonteCarlo Rally Edition

Montecarlo Rally 1971

Rally Chronicle by SRC Slot Car Company

To give us an idea, early Porsche engineers needed to know how much power the 914’s chassis could really hold. To that end, in September 1969, even as the 914 was making its public debut at the Frankfurt Show, Ferry Porsche received an unusual gift on his 60th birthday. In the courtyard of the family farm in Zell am See, Austria, stood a silver 914, fully street-homologated and powered by a slightly decaffeinated version of the powerful 908 racing engine. Smoother cam timing, Weber dual-throat carburetors instead of Bosch fuel injection, and a street exhaust system, engine power was still 260 hp at 7,700 rpm.

The 914-6 makes its official debut at the Monte Carlo Rally in January 1971. Faced with fierce competition from Renault Alpine, Lancia Fulvia, Datsun 240s, and Fiat Abarth. Bjorn Waldegaard finished first in his class and third overall.

The distinctive features of the special 914/8 included an external fuel nozzle on the right side of the hood (an idea originally intended for production of the 914 but omitted due to cost), wider headlight caps with two smaller round lights behind each, subtly flared fenders to make room for wider tires, and a single opening in the front bumper for the engine oil cooler. Porsche made good use of his gift, putting nearly 10,000 miles on the road in the 914/8 before European noise restrictions made it illegal.

SRC PORSCHE 914/6 GT MONTECARLO 1971 

Only one other 914/8 was built. For chief engineer Ferdinand Piëch, the experimental department installed a full 908-stroke engine, Bilstein hard shocks and special titanium rear coil springs. Without official road approval, Piëch’s toy produced 300 visceral horsepower even when equipped with a street exhaust. The rarest of all 914s, the two 914/8 roadsters, never intended for series production, made it clear that the 914’s chassis could hold much more power than it was initially given, a fact they would prove in race over and over the next 914/6.

According to our sources, two 914 GT arrived in Spain. The one we present to you, which was driven by the Fernández brothers (with a 2-liter engine from race 6), and another that belonged to the Escudería GES, in the hands of pilots such as Julio Gargallo and Juan Gemar both with a spectacular sporting career. The latter mounted a 2,200 cc engine. double ignition, Bosch injection and refrigerated five-speed transmission (mounted a small radiator next to the change that lowered its temperature) whose performance was 235 hp at 8,300 rpm. Fuchs rims of 7 and 8 in front and 9 and 10 behind and fins, hood, doors and roof in fiber, so that the weight of the preparation, in running order, remained at 850 kg.

Its configuration and, as in this case, a preparation with such a tight weight, allowed it to stand up to the fastest 911s in the years 1971 and 1972. Its central engine gave it a truly neutral behavior, since the mass distribution between the rear and front axle was very balanced, so its driving was very similar to what a body wagon could be. In fast corners, between 120 and 160 km / h, it is unreachable. However, on the slow ones, very bumpy roads and forks, the need to use short gears and its low ability to slide the rear axle gave it a lazy character and this is where a clear disadvantage compared to the 911 is noted.

Its main limitations were its gearbox and stabilizer bars. The first one could barely support more than 230 hp and, although a radiator was mounted to cool it, the pinions easily broke. It was frequent that in the long stages of the rallies of the time, the sections ended up changing to capon. The brake discs and calipers, in Group 5, were the largest that could be mounted and were the same as those of the 911. The same thing happened with the suspension towers, but the stabilizer bars had anchorage points designed for a street car and not for competition.

The solution that was sought with adjustable long links that never worked in rallies. Driving it on very twisty and slow roads it should be borne in mind that the car lost its nose and moved easily one meter or more in the middle of the route, something great, as long as it is foreseen. But it is in the rain when the magnificent behavior of this car is most noticeable, so the less adherence of the asphalt allows us to enjoy the most spectacular crusades and let’s not talk if it is a stretch of land. The preparations received by the 911 at the end of 1972 with which they reached 250 hp and the 270 of the 1973 Carrera ended up marking the end of the best 914/6, although in our country they continued to be at a good level until 1976 .

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