1969 Porsche 911ST
Year of manufacture5/1969
Mileage1 000 km / 622 mi
Number of doors2
Number of seats2
Performance250 PS / 184 kW / 247 BHP
This wonderful 911 ST was prepared in 1972 starting from a 911 S 2000 delivered in May 69 to the first owner; it was one of the last 2000 with MFI before the 2.2 version, delivered new in Italy, built on March 1969, original colour silver (9369), with black leatherette interior and the following options (9311) rear wiper, (9367) side tinted glasses, (9236-9237) Recaro sport seats, (9348) front tinted windshield. A good basis for an ST, as suggested by Carlo Noce, the Sportwagen workshop principal, one of the best to prepare that fast and reliable model. There was even Ennio Bonomelli, another “big name” among the italian Porsche teams, but he had more experience on prototypes, as 908 and 910.
The 2 litres engine was upgraded with a stronger silumin crankcase, a bigger fuel injection pump, specifics cylinders and pistons go get 2500 cmc, twin spark, direct air intake without filter, forged piston rods and specific camshafts. They chose the new 915 gearbox, stronger than the 901 and 911 version with the bottom 1st gear, and lightened the car taking out everything was useless. The front and rear tracks were enlarged using the factory front fenders, while the rear ones had a slightly different shape, very well recognizable, that you can still nowadays find on the car. The front bumper was the original made of steel with just the sides linked to the shape of the larger fenders (the fiberglass model with the front radiator would have been introduced in 1973). For the livery they chose a classic white but with light blue stripes all around and in the middle.
In this configuration, the race driver Salvatore Patamia made his debut the in August 1972 at the Hillclimb San Giustino-Bocca Trabaria in Umbria region; in September the Coppa dei Monti Iblei in Sicily, ended with a great 2nd in class and 5th overall: this was also the race of the debut of the livery, because for the first one it still was silver with unpainted large flares! Before the end of the year, he even won a 1st in class - 7th overall - at the Coppa Val d’Anapo and ended the season at the Coppa Primavera Amalfi – Gerola hillclimb, 4th in his class.
For the 1973 season he had the dream to race the Targa Florio and so he did: Sportwagen team from Sassuolo, near Modena, upgraded the 911 ST with gold magnesium Campagnolo wheels (lighter than the Fuchs and the Minilite) and a new bumper from the RSR. Together with Angelo “Carab” Rizzo, Salvatore Patamia entered and started the 57th Targa Florio but unfortunately they didn’t saw the chequered flag because of mechanical problems. In June of the same year, Patamia won his class at Coppa della Sila hillclimb and one month later he lended the car to Romano Bartoli “Bramen” to race the Trento-Bondone, but he had a small accident during the race, argued with Patamia and the only solution was for him, to purchase the car and fix it.
Once repaired, Bramen tested the car at some free practice sessions in Varano, Magione, Imola and other circuits; during one of these sessions, Odoardo “Dino” Govoni was testing his De Tomaso Pantera GTS, a works car, so the best he could drive, nevertheless the small 911 was always slightly faster than the clumsy Pantera: it had half of the power, half of the weights and an incredible braking, ideal for small circuits. Something that Dino never found on the Pantera.
Dino Govoni looked fashinated at the performances of the 911: his racing career started in the mid 50’s with Maserati, then with Abarth, Bandini, AMS and many other italian makes; he touched the chance to become a Ferrari works driver but things went wrong by a misunderstanding with Enzo Ferrari. By the way he achieved satisfactory results: the last was to become a “works-privateer” driver for De Tomaso in the first 70’s with the Pantera GT and GTS.
Being half an official and a half privateer race-driver, he could drive not only the Pantera: so he made a deal with Bramen and bought the Porsche. It should have been the right car to alternate with the Pantera in those races where reliability and agility were fundamental: he used to say that the 911 was as easy to drive as a bicycle.
With the lower part of the car painted in orange, Dino raced the car for his first time at the Cronoscalata della Castellana, looking forward to be again in Sicily for the 1974 edition of the Targa Florio: there he shared the wheel with Luigi Moreschi, but they didn’t end the race because of a geaxbox fault.
In the meantime the 911 received the famous ducktail spoiler from the RS/RSR, pretty useful on track to downforce at high speed. Always followed by Sportwagen team, from 1974 till 1976 he drove the car both on track than on hillclimbs always achieving podiums in his class.
The good results of the 911s had been the inspiration for many young mechanics to open their own workshop specialized in Porsche: one of them was Orlando Redolfi from Bergamo, a young guy that nowadays, with his team “Autorlando”, is one of the satellite teams of Porsche AG; Dino Govoni and his 911 ST had been the first customer of this new team.
With the new team the ST took part to many races in 1977, starting from the 6 hours of Mugello, appointment of the World Makes Championship, ended in 11th position overall, then Giro dell’Umbria, Coppa Intereuropa in Monza and the 6 hours of Vallelunga.
For the old 911 ST it was about time to go to pension, because the Carrera 3000 RSR, then the 934 and 935 Turbo and twin Turbo were the latest development of the project 911: but Dino Govoni decided to use the good old ST for the 1978 Giro d’Italia Automobilistico, a 5 days race that mixed special rally stages with races on track. Such a great race, it was the italian answer to the Tour de France. Even if they were racing quite well, they couldn’t see the end of the race because of technical problems. In 1979 Dino tried to end the race for the second time and they finished 27th overall, not bad for a ten years old car.
Would now the car see the end and finish into a junkyard? No, obviously. Dino fully resprayed the car in white, installed some components to make the car drivable on the street and sold it to Arturo Rizzoli, a young journalist who wrote for the most famous italian car magazine, Autosprint. Arturo was a true “petrolhead”, young and crasy enough to drive around Bologna with a disguised race car! Even if the ducktail had ben removed (Dino Govoni raced few races with the whale tail also), sometime the police heard that noisy car stopped him, checked the documents and in the end let him go…just because he seemd to be a good guy! At the time the 911 ST had a quiet 2.7 Carrera engine, it had never updated outside as a 3000 or a 3.2 Carrera so it became old, unused, forgotten into a garage. In 2005 a classic cars enthusiast found the car, still as Arturo left it 20 years before, with the gold Campagnolo wheels, the front bumper with those strange holes (for the radiators cooling), the plexiglas and the large flares. He knew everything about its glorious past with Dino Govoni so he decided to repaint the body with the period livery: light blue, white and orange. The car began a second life as an historic race car taking part to some italian hillclimbs, then passed to the current owner who decided to bring the 911 ST back, exactly to the original specs. The engine, for example had been rebuilt as the 2.5 ST thanks to the knowledge of Graziano Teggi, team owner of Rennsport – Modena –, who was a 17 years old young apprentice mechanic in 1973, making the first work experiences by Sportwagen…the first team which prepared this car in 1972!
With the original 2.5 engine, developing 260 hp, the 915 correct gearbox, the preserved body with all the modification allowed by FIA homologation form 3025 (911ST) then 3053 (911 Carrera RS/RSR), this car is one of the most upright period racing 911s arrived to our days.
Full history, photos and details on www.gulfblue.it