Rennsport Reunion: evening atmosphere, world premiere and photo gallery
Eric's Eleven goes to America to experience an emotional kickstart in the pit at Laguna Seca. Time for Rennsport Reunion 7 – the world's largest Porsche gathering.
Sixty years of 911 development summarized in one image at Rennsport Reunion 7 in California: Prototype number 7 from 1963 and the just-before-revealed GT3R Rennsport. Photo: Eric Lund.
From a distance, it looks like any early 911, but as you get closer, the little red car is full of peculiarities. The most obvious is the instrument panel. Ever since the production version of the Porsche 901 was presented at the Frankfurt Motor Show on September 12, 1963, five circular instruments have been a signature. But in this car, there are only two, moreover, incorporated into a dashboard with an entirely different design.
Anyway, there it is – what until recently was considered the world's only surviving prototype of what would become the Porsche 911. At this very moment, however, everyone's attention is focused on a white car, whose rear wing seems as wide as the little red car is long: the Porsche 911 GT3R Rennsport.
The latter has just had its world premiere, as it peeked out of a pit box at Laguna Seca in California. The engine is still warm after Jörg Bergmeister’s two laps around the track in the dark. There are only a few meters between the 1963 prototype and the very latest development stage of the 911. In fact, they seem to have been plucked from opposite ends of the solar system.
It's the evening after the first day at Rennsport Reunion 7, Porsche's equally grand and popular celebration highlighting its racing history – and future. Along the pit lane, enthusiasts, journalists, celebrities, and high-profile brand representatives mingle among 16 examples of the 911, reflecting the model's evolution as a sports tool over 60 years.
There is former F1 driver Jochen Mass. "Mr. Le Mans" Norbert Singer takes pictures of the new car with his mobile camera. Porsche's most famous beard, Magnus Walker, strolls by in a floppy hat. Mark Webber is of course here, and also Jacky Ickx, Derek Bell, and Hurley Haywood. Ferdinand Porsche's grandson, Wolfgang Porsche, smiles graciously at everyone he meets, and in short, the parade of brand celebrities seems never-ending.
There are also four moderately known Swedes who stumbled in just as the party started after a transatlantic flight and long lines at passport control. I am one of them, and now my head is spinning like a radar screen trying to see and experience everything. Sober yet intoxicated to the brink of numbness by all the impressions. (Check out my reel on Instagram, for example.)
Number 59 is the Carrera RSR that won the 24 Hours of Daytona in 1973, with Hurley Haywood and Peter Gregg behind the wheel. Number 46 is also a Carrera RSR, but it's the factory prototype racer number 7 that finished fourth overall in the 24 Hours of Le Mans in 1973. On that occasion, it was Gijs van Lennep and Herbert Müller doing the driving. Photo: Eric Lund.
The 911 GT3R Rennsport can be seen as a successor to the reinterpretation of the 935 that was unveiled in 2018. However, while the "new 935" features a twin-turbo engine with 700 horsepower, the Rennsport has a naturally aspirated engine with 620 horsepower. Moreover, the overall design is significantly more focused as a track-driving tool. Photo: Eric Lund.
The new car is a special edition that will be produced in 77 units and sold for approximately ten million Swedish kronor each. Every detail is designed like a race car – but without the intention to compete. The GT3R Rennsport is not tailored to any regulations; instead, it represents the motorsport department's unrestricted vision of a tool for high-level track driving when limitations are minimal.
Later in the evening, when I post a video clip on Instagram, someone comments, "Nice that it still sounds like a Porsche; many manufacturers lose their way there!" The observation is accurate. And for every car enthusiast, it's easy to visually identify the GT3R Rennsport as a 911, despite its decidedly extravagant design with seemingly loose flaps to control the air high and low on the body.
Some elements are indeed unchanged. There are six cylinders in a boxer formation hanging behind the rear axle (just like in the original racing version of the 911 GT3R), and both the roofline and headlights and taillights speak unmistakably Porsche without deviation. However, the groove in the taillights that aligns with the wheel arches is a novelty – could this design hint at the solution for the next generation of the "regular" 911?
Photo: Eric Lund.
A glimpse into the cockpit, however, indicates that traditions are still meant to be broken. Porsche has always regarded the instrument panel as a historical marker in the 911. In the 992 generation, it is exceptionally well-executed with many nods to the original panel from 1963, presented in a thoroughly modern framework. Of course, the five circular instruments are present, albeit in the form of digital animations on either side of an analog rev counter.
In the GT3R Rennsport, it's a straightforward workspace designed for top-level track driving. Not a single gadget is there to create a "911 feel," and instead of five circular instruments, there is a square screen with graphics as impeccable as those on the cash register in front of a supermarket cashier.
In fact, for a regular 911 enthusiast with experience in both classics and new models, it's challenging to even fathom the driving experience. When the steering wheel is no longer a wheel but a handle with two grips, the tool moves away from our usual reference points. At the same time, it is undoubtedly a development driven by the goal of more efficient driving. No quirks in that regard. And it certainly arouses curiosity about the experience.
The driver's seat in the GT3R Rennsport is not designed to nourish 911 nostalgia; strict functionality prevails here. The car is a sports tool taken to its extreme, but not tailored to any specific regulations. Cheerful driving on one's own, on track days, and possibly in club racing is what awaits the 77 future owners. Photo: Eric Lund.
Alois Ruf and his daughter Aloisa in lively conversation with Jochen Mass. On the right, you catch a glimpse of "Quickblau," the 901 prototype that, in its early days, served as a company car for Ferdinand Piëch, who later sold it to Hans Mezger. Photo: Eric Lund.
After pondering this for a while and temporarily satisfying my curiosity about the new creation, I return to the classic car parade. Next to the red 901 prototype at the forefront is a blue 901. It belongs to Porsche tuner Alois Ruf and has done so since 1969. However, it's only in recent years that it has come into the spotlight after Alois Ruf and his company completely restored the car. This is prototype number 6 in the series, while the red one is number 7. Nevertheless, Ruf's car – with an exceptionally intriguing history – has the "correct" instrument panel, with five circular gauges.
That's the way it is in the prototype business. The red Porsche 901 with chassis number 13327, like the first five prototypes, has an instrument panel with two gauges, while chassis number 13326, nicknamed "Quickblau," entered the series with what would later become the panel in the production-ready version. It's confusing, and yet probably entirely understandable for those fortunate enough to be part of the inner circle of the design department during the years when the 356 was to be succeeded by the 911.
I continue to stroll among the rarities, mainly consisting of rally and racing cars from different eras. I linger for a while by a 911 SCRS in Rothmans livery with white cross-spoke wheels at the rear (Fuchs at the front!). Racing is thrilling, but cars that have endured the gauntlet – that is, competed on regular roads with all that entails – have a special place in my heart.
Interior of the 901 with chassis number 13326: the instrument panel and steering wheel that we are familiar with in early 901/911 models. Alois Ruf's father bought the car for his son as a 19th birthday present in 1969. At that time, it was a restoration project that, among other things, received a four-cylinder engine from a 912 ... Photo: Eric Lund.
Interior of the 901 with chassis number 13327: a completely different instrument panel and a steering wheel from the 356C. The car is full of unique solutions – for example, a sunroof that slides forward instead of backward... Photo: Eric Lund.
But now we find ourselves on a racetrack, not Mantorp or Knutstorp in Sweden, but Laguna Seca in California. There, the famous Corkscrew forces drivers to brake significantly before letting the cars tip over the crest and accelerate fully out of the subsequent turn. A unique track and a fantastic facility as a whole. Perfect for an event like Rennsport Reunion.
Here you find race cars driven by some of the most notable figures in automotive history, and the cars themselves have provenance that propels their values into the stars. Yet, several of them have to work hard on the track in the following days. Once a sports tool, always a sports tool. At least if the owners are insightful enough to appreciate car culture in the real way.
The evening passes quickly, and despite the bright headlights along the pit lane, my photos start to get grainy in the darkness. So do my eyes after a long journey. Moreover, two full days in daylight are ahead, where Rennsport Reunion 7 will be experienced intensely with hopefully sharp senses. More to come – until then, I hope the images in the gallery below can bring some enjoyment! | e11 |
GALLERY |
Rennsport Reunion 7 |
GALLERY | Rennsport Reunion 7 |
When many have returned to their hotels or are leisurely sipping on wine and beer in the temporary bar along the pit lane, there are great opportunities to independently document the cars. And the atmosphere! Photo: Eric Lund.
Porsche 934, which competed successfully in the USA in 1976–1977 and was purchased in 1977 by the notorious Whittington brothers, who raced it in events such as the 12 Hours of Sebring and the 24 Hours of Daytona. From 2018 to 2020, the car underwent a complete restoration. Photo: Eric Lund.
Magnus Walker is now a staple guest at every significant Porsche event. The documentary about him, made by Tamir Moscovici in 2012, remains a valuable piece of content. Photo: Eric Lund.
A 964 Carrera Cup from the early 1990s, adorned with the Cigarette Racing livery. Photo: Eric Lund.
Jeff Zwart has won Pikes Peak eight times and has photographed and filmed numerous advertising campaigns for Porsche (and other brands) over the years. Follow him on Instagram (@zwart) to see his own car collection, his assignments, his dogs, and his wonderfully beautiful home environment in Colorado. Photo: Eric Lund.
Specially invited enthusiasts, both old and new racing drivers, journalists, as well as generally esteemed Porsche personalities, mingled along the pit lane in anticipation of the world premiere of the GT3R Rennsport. Photo: Eric Lund.
Wolfgang Porsche peeks into the red 901 prototype from 1963 to study the unique instrument panel. Alois Ruf guides him to the car, which has the chassis number following his own blue 901. Photo: Eric Lund.
The 911 SC/RS was a lightweight and generally rally-adapted version produced in 1984. Among the drivers who competed with this model was Henri Toivonen. Photo: Eric Lund.
Jochen Mass left Formula 1 racing in the early 1980s and instead participated in events such as the 24 Hours of Le Mans multiple times for Porsche. Photo: Eric Lund.
The green car on the right is a GT3R, which is the basis for the GT3R Rennsport. The modifications for racing regulations make it different in many aspects, notably with lower power output. Photo: Eric Lund.
Behind Rufs meticulously restored "Quickblau" 901 with chassis number 13326 stands one of the first lightweight 911 ST models designed for racing purposes, a prototype intended for the Monte Carlo Rally. Photo: Eric Lund.
Vasek Polak initiated Porsche sales in the USA in 1959 and also operated a racing team. This 911 S was driven by Davey Jordan in the SSCA season of 1967. The car was equipped with the "Rally Package" and "Sport Kit II," roll cage, lightweight components, and a 100-liter fuel tank. Photo: Eric Lund.
Denny Hulme drove this Carrera RSR 3.0 in the American IROC series in 1974. Porsche manufactured 15 identical cars on behalf of Roger Penske. Photo: Eric Lund.
The winning car from the 1979 24 Hours of Daytona: Porsche 935/79, where Hurley Haywood was one of the three drivers. Photo: Eric Lund.
A family affair. Aloisa Ruf has been immersed in her grandfather's and father's Porsche activities since she was born. She is a photographer herself and works in areas such as brand communication. Here she is in conversation with Jochen Mass. Photo: Eric Lund.
It was a remarkable evolution that the 911 underwent in its first 15 years. From the slender 901, through progressively wider fenders and larger wings, to the late 1970s with almost grotesque bodies ("Moby Dick"!) featuring tube-frame chassis for parts of the construction. Photo: Eric Lund.
The prototype shares many components with contemporary 356 models, including the handle on the inside of the A-pillar and the entire braking system. Photo: Eric Lund.
When Porsche decided to cut away the headlight tubes, the cars became faster, and the appearance set the trend for a powerful 1980s style. Photo: Eric Lund.
One shouldn't endorse tobacco advertising. However, this logo strikes a chord with every car and motorcycle enthusiast who had their senses in order during the 1980s. In the background, the old racing ace David Piper is seated along with an unknown lady. Photo: Eric Lund.
The more powerful engines that ended up in the 911, the more evident it became that the body shape was not optimal for high speeds. The wings grew, as did the rear fenders that needed to accommodate increasingly wider tires. As seen on this Carrera RSR. Photo: Eric Lund.
Magnus Walker got a bit starstruck when he met Marcus Engström from Teknikens Värld. At least we hope so. Photo: Eric Lund.
Aerodynamic wheel caps with BBS cross-spoke pattern – does it get any cooler? Answer: No! Photo: Eric Lund.
Listen to the GT3R Rennsport accelerate out of the pit and along the straight...
“Eric’s Eleven – the Swedish sports car chronicle”
Eric's Eleven is a sports car chronicle created by Eric Lund, Swedish motoring writer and editor with some 30 years in the business. The subject matter for the chronicles revolves around sports cars in general, with a particular focus on Porsche 911.
