The 911 R, introduced in the spring of 1967, was the first in a long line of race-bred 911s. Although the bumpers were smaller and the wheel arches were slightly flared, the design of the 911 R was by no means a drastic departure from the standard road going version. Through the extensive use of lightweight materials, the car shed approximately 500 pounds, as the doors, bumpers, bonnet, and engine cover were made of fibreglass, the windows were of Plexiglas, and the interior was stripped of unnecessary components.

The car was powered by the Type 901/22 engine from the Carrera 906, with some 911 Rs receiving Weber carburettors and others Bosch mechanical fuel injection. As only 20 examples were ever made, the homologation requirement of 500 production cars prevented the 911 R from competing in the sports car class. It was therefore pitted against the likes of Ford’s GT40 in the prototype class, even capturing an overall win at the Tour de France with Gerard Larousse behind the wheel. However, compared to the later 911 T/R, the 911 R’s prototype classification prevented it from being more successful. It did, however, set a solid foundation for the race-worthy 911s, which continue to dominate various race and rally events to this day.

The Porsche offered here was one of the first 911s, as it was built between January and June of 1965. As such, it was originally delivered with the 2.0-litre six-cylinder engine. The car was eventually owned by Michael Lederman, of New York, who sold it to the present owner, a well-regarded Italian collector, who arranged its exportation to Italy in 1993. As the 911 was acquired in non-running condition, it became an excellent candidate for restoration, and as such, it was modified to competition specifications, with work performed to a very high standard and clearly at great expense.

Overall, the car presents well and has obviously been professionally converted and fitted with a later Type 901/10 engine from a 911 S that has been enlarged to 2.5 litres and mated to a correct 901 gearbox. The Weber carburettors and CDI ignition suggest that it was prepared for rallying rather than racing. The full specification is as follows: reinforced shock absorber mounts fitted in the front and rear with adjustable front top mounts, aluminium strut braces and brake callipers, front brake cooling ducts, a competition “bag” fuel tank, composite engine and bonnet lids, front oil coolers, rolled wheel arches, Plexiglas windows, a roll cage, and circuit breakers.

This 911 is an ideal Porsche for club racing, track events, and competitive road rallies, and it would most certainly make for a thrilling drive.