In 1992 Porsche introduced the 968 Turbo RS race car in order to compete in the new ADAC GT racing series in Germany. This racecar was based on the Porsche 968 CS with limited lightening only due to the regulations of the series which had a 4kg/bhp power/weight ratio limit. The Turbo RS featured a KKK K27 turbo boosting the 3.0litre 4-cylinder engine using an 8-valve head similar to the cylinder head of the 944 Turbo S, rather than the 16-valve standard 968 head. This powerplant produced a (restricted) output of 350 bhp which is far below the power level it could have achieved without any restrictions. In order to perfectly complement the factory turbo conversion of the 968, the Porsche Motorsport department in Weissach developed a modified front bumper with an upper inlet area about twice the profile of the standard bumper and an intercooler air outlet, both used to implement a very intelligent and innovative intercooler ventilation system.

In this system, the airstream is collected with a magnanimously dimensioned rectangular intake at the very front of the car in a high-pressure area and then directly forced into the intercooler for the intake air. After having passed the intercooler, the hot air then is deflected upwards and leaves via the intercooler air outlet in the bonnet. This configuration combines the following advantages:

• Intercooler air stream is completely separated from other air streams (hot air that has passed the intercooler does not get into the engine bay and allows both low intake air temperatures as well as low engine bay temperatures in general)
• As the air is deflected upwards, the airstream through the intercooler creates additional downforce at higher speeds
• Positioning of the air cooler allows very efficient intercooler ventilation and increases performance and durability of the engine

All in all, the 968 Turbo RS intercooler setup may be considered as one of the most efficient and innovative in the automotive industry of its time.

RSR9 features a high-quality replica of the 968 Turbo RS intercooler outlet offering the same dimensions as the OEM part. When analyzing the OEM part, we noticed that its quality regarding surface imperfections as well as symmetry of the design does not comply with our requirements so we have taken the effort to design a proper replica of the 968 Turbo RS intercooler outlet from scratch. The result of our development is a nice quality product and an absolute must for everybody who wants to build a proper 968 Turbo RS replica.

Production lead time (if not in stock) is approx. 10 working days from payment. 

The factory cam gear design does not offer the precision, adjustability and fine-tuning possibilities which are required to optimize and adjust the engines performance to its best.

One problem occurs when the engine has had its head or block faced: The distance between the Cam Gear and the crankshaft pulley is reduced causing a change of the camshaft timing as the belt is in effect longer compared to the above described ‘stock distance’. The cam is now retarded in its timing compared to the stock configuration. This changes the timing for a few degrees to retard; retarding the timing will ‘delay’ peak power towards the top end.

Another problem was encountered while analyzing different OEM Cam Gears. There are at least two different versions that the factory has fitted to 944/951 engines. The tolerance of the timing between the gear teeth and the keyway was measured to be as much as 2° different from one another. This again is just about a few degrees but it shows that an adjustable cam gear is a great upgrade to eliminate these irregularities completely.

In addition to this, and our main reason for offering this upgrade to the sophisticated customer, an adjustable Cam Gear helps to optimize the power output and especially to define how the engine develops its power. The whole point of an adjustable Cam Gear is to allow the dialling in of the camshaft to its optimal timing position for the specific characteristics of the individual engine, in other words to achieve the fine tuning of the engine in combination with other upgrades.

Even if the engine is completely stock, a benefit can be attained using an adjustable Cam Gear to allow the adjustment of the ‘conservative factory settings’ for increased power and driveability. The higher modified an engine is, generally the bigger the benefit will be. Cam timing often needs to be done in order to match other engine modifications, especially if considering turbocharged engines. Adjustable cam gears also give the user the ability to shift their peak power throughout the RPM range and to get the power in the rpm range where it fits your requirements best.

In general, advancing timing will increase low end power and decrease high end power, while retarding timing will shift the power to the top end.

Product description and specifications

RSR9 offers this new design 2-piece adjustable Cam Gear for the 924S, 944 and 951 (fits all 8 Valve models). This Cam Gear has been designed and manufactured by a renowned CNC machining shop manufacturing heavy duty and highest performance components for rally and drag-racing engines. The material used for machining is 6026 automatic semi hard Aluminium, the Cam Gears running surface is hard anodized offering a hardness of 70 HRC (on the Rockwell hardness scale). The 3 bolts used for fitment are 10.9 M8 allowing a guaranteed slip-less fit with 3 bolts only. This consistent design and highest manufacturing standard make the RSR9 Cam Gear 335g lighter than the OEM part and offers a wide range of adjustability.

The Cam Gear allows you to incrementally adjust the Cam timing using the timing marks / timing scale that is precisely machined on the gear wheel and the back-plate itself. The gear is easily adjustable from 12° retard to 12° advance and therewith allows you to fine tune the Cam for optimum performance. After loosening the 3 screws attaching the gear wheel to the back-plate, you can dial your Cam back in and beyond to move your power band up or down depending on your requirements.

The gear is a bolt-in replacement for your OEM Cam Gear and includes all parts required for fitment.

Production lead time (if not in stock) is approx. 10 working days from payment. 

RSR9 offers these Unibal equipped Transverse Control Arm Bearings for the uncompromising sport driver and for every systematically and consistently built race car.

The Unibal-equipped suspension bearings provide a significantly more agile and sharp cornering performance and a more direct feedback. They are designed and built very robust and rigid and replace the rather weak OEM parts (951 341 023 00, pictured bottom right) as a “bolt-on” upgrade. They minimize the resonant intrinsic steering behaviour resulting in a precise and direct feedback.

Please note that due to the extreme stiffness achieved with this upgrade driving comfort will be reduced.

Engineered, tested and manufactured in Germany. Race-tested on the Nürburgring Nordschleife.

Our upgrade kit consists of maintenance-free motorsport Uniball bearings installed in a CNC machined aluminium housing. It may be fitted as a pair under the 944II, 944S, 944 S2, 944 turbo and 968 and is the platform for the installation of our O-Structure brace (combined fitment highly recommended).

Product Specification:

• CNC machined Aluminium Case
• Maintenance-free Unibal bearings, Payload axial 23000N, radial 115000N
• Easy Installation

Production lead time (if not in stock) is approx. 10 working days from payment. 

RSR9 offers an innovative Strut Brace for the sport driver and for every systematically and consistently built race car. Our strut brace is a must-have upgrade for every Transaxle Porsche that is equipped with a coilover suspension and / or running sport tyres or slicks as well as other front axle upgrades increasing the stress to the front strut towers.

The strut brace increases the rigidity of the front axle by bracing the two struts (accepting the dampers that transfer all the loads on the front axle) against each other. The struts tend diverge under heavy cornering forces leading to poor directional stability and cornering response. By mounting our strut brace you may considerably reduce this negative effect.

The RSR9 strut brace was engineered and tested to comply with the below requirements which have been determined after analyzing various designs on the market:

• Straight design (no bent or curved design) for maximum rigidity and highest efficiency. This structural concept allows re-dimensioning the brace diameter thinner resulting in a lower weight without affecting the brace strength
• Mid-mount design at the strut flange, eliminating torsional loads on the strut flange
• Lightweight design featuring weight optimized strut flanges and thinner strut diameter (compared to other products on the market) resulting in a weight of approx. 1.26kg only
• Bolt-in installation with excellent accuracy of fit not requiring modifications neither to the bonnet nor to the intake manifold, also compatible with AC equipped cars
• High-grade choice of materials and excellent workmanship

Please note that the strut brace may affect driving comfort due to the increased rigidity of the front axle. When fitted to Turbo cars (944 turbo or 968) the heat shield needs to be cut out slightly and when fitted to a 968, the plastic cover of the fuel rail needs to be slightly adapted.

Engineered, tested and manufactured in Germany. Race-tested on the Nürburgring Nordschleife. Made from stainless steel (strut flange and bolts) and high-strength steel (strut, zinced and coated in black). It may be installed under the bonnet of the Porsche 924, 944I / II, 944S, 944 S2, 944 turbo, 968 turbo.

We recommend the combined fitment of the strut brace with our O-structure brace.

Product Specification:

• Made from high grade Aluminium EN AW-7075 (black anodized), stainless steel and high strength steel
• Weight: 1.26kg
• Quick and easy installation, bolt-in upgrade

Production lead time (if not in stock) is approx. 10 working days from payment. 

In 1992 Porsche introduced the 968 Turbo RS race car in order to compete in the new ADAC GT racing series in Germany. This racer was based on the 968 coupe with limited lightening only due to the regulations of the series which had a 4kg/bhp power/weight ratio limit. The Turbo RS featured a KKK K27 turbo boosting the 3.0litre 4-cylinder engine using an 8-valve head - similar to the cylinder head of the 944 Turbo S - rather than the 16-valve standard 968 head. This power plant produced an output of 350 bhp which is far below the power level it could have achieved.

European weather played the biggest part in Porsche’s development of the Aero Windscreen Deflector which was designed to help eliminate wiper lift at high speeds encountered on the race circuits. This is a problem that most cars featuring a ‘low profile windscreen rake’ suffer as passing air gets under the blades at speed and lifts the blades slightly creating a ‘hovercraft’ effect. This then leads to poor visibility at speeds over 60-70mph.

At Deutsch Nine, we have reproduced the Turbo RS Aero Wiper Deflector. The screen deflector works by deflecting the air upwards towards the edge of the bonnets leading edge. This helps drive the air resistant’s in an upward fashion eliminating much of the wind resistance which normally gets under the wiper blades. The original 968 Turbo RS version features an open back design which we have exactly replicated.

This product which is exclusive to Deutsch Nine weighs less than 1kg and is manufactured to the highest standards in FRP (Fibreglass) and supplied in a white gel-coat ready to prime and paint. It fits against the bonnet perfectly ensuring that no air will get under the deflector.

Mounting the product can be achieved with various techniques and we have tested using double sided ‘3M Automotive Tape’ (recommended) or using a few lines of windscreen silicon black sealant.

For-reinstalling wiper jets we recommend to mount washer jets onto the wiper arms (which we have found to be the best option using the same jets as fitted to the new Mercedes Sprinter Van).

In 1992, Porsche introduced the 968 Turbo RS race car in order to compete in the new ADAC GT racing series in Germany. This racer was based on the 968 coupe with only limited weight optimization only due to the regulations of the series which had a 4kg/bhp power/weight ratio limit. The Turbo RS featured a KKK K27 turbo boosting the 3liter 4-cylinder engine using an 8-valve head - similar to the cylinder head of the 944 Turbo S - rather than the 16-valve standard N/A 968 head. This powerplant produced an output of 350 bhp which was far below the power level it could have achieved.

European weather played the biggest part in Porsche’s development of the Aero Windscreen Deflector which was designed to help eliminate wiper lift at high speeds encountered on the race circuits. This is a problem that most cars featuring a ‘low profile windscreen rake’ suffer as passing air gets under the blades at speed and lifts the blades slightly creating a ‘hovercraft’ effect. This then leads to poor visibility at speeds over 60-70mph.

RSR9 have reproduced the Turbo RS Aero Wiper Deflector and have slightly modified it to fit perfectly to all Porsche 924, 944, 951/2, and 944 S2 models. The screen deflector works by deflecting the air upwards towards the edge of the bonnets trailing edge. This helps drive the air resistant’s in an upward fashion eliminating much of the wind resistance which normally gets under the wiper blades.

This product which is exclusive to RSR9 weighs little (less than 1.5 kg) and is manufactured to a high standard in FRP (Fibreglass) and supplied in a white gel-coat ready to prime and paint. It fits against the bonnet perfectly (both base and rear edge) ensuring that no air will get under the deflector.

Mounting the product can be achieved with various techniques and we have tested using double sided ‘3M Automotive Tape’ (recommended) or using a few lines of windscreen silicon black sealant.

For-reinstalling wiper jets we recommend to mount washer jets onto the wiper arms (which we have found to be the best option using the same jets as fitted to the new Mercedes Sprinter Van).

Production lead time (if not in stock) is approx. 10 working days from payment.