1973 PORSCHE 911 "2.8L" RS

Our 911 Carrera RS 2.7L M472
Clear history (3 owners)
Chassis zinc-plated by shooping in 1987
Maintenance (1984/2002) and engine preparation by Louis Meznarie
2.8 RS engine designed and built by Louis Meznarie (89000 km)

Louis Meznarie
 Alias 'Petit Louis' was born on 14 January 1930 in Saintry-sur-Seine, where he started out as a motorbike tuner, before becoming one of the leading specialists in the tuning of racing cars, particularly Porsches, entering his own Porsches in the 24 Hours of Le Mans and earning the nickname 'le sorcier'! Born to a father and mother from the former Yugoslavia, he was attracted to mechanical games from an early age, tinkering with all sorts of machines in his early days. At the age of 13, he joined a repair shop and soon acquired a bicycle with an auxiliary motor.
 From 1945 until 1948, he worked in a motorbike factory, MR (Mandille & Roux) on rue des Prairies in Paris, which used Sachs 2-stroke engines. Then Ydral!
 In the early 1950s, he took up motocross with a single-cylinder NSU Max 250 cm3 OSL, where he met 'Jojo' Houel, Georges Monneret and Rémy Julienne, France's future 'Monsieur Cascade', and Georges Diani, General De Gaulle's future Garde du Corps, riding a Monet-Goyon with a Villiers engine. Louis prepared his first 'Mobs' and motorbikes. From 1959 to 1971, he became a car dealer for the German brand NSU.
 In 1968, he opened a much larger workshop at Plessis-Chenet, near Corbeil in the commune of Le Coudray-Montceaux on the RN7, with the support of the Shell oil company, and quickly became one of Porsche's leading tuners.
 From 1971 to 1983, he was an official Porsche 911 tuner, with a series of class wins in the Le Mans 24 Hours, the French Rally Championship and the European Rally Championship.
 To achieve our goal, we used not only the 'Options Catalogues', the 'factory evolutions' homologated in Gr 3 and 4 by the FIA for the RS and RSR, but also the unique know-how, racing experience, suggestions, and advice of the 'Sorcier de l'Essonne'.
 In the end, the result was a 2.7 RS Louis Meznarie, special and unique, but perfectly authentic, having benefited from the brand's technical developments in its preparation, in keeping with Porsche's policy of research into 'mechanical excellence', constantly integrating technical progress and competition achievements.
 In 1995, 'Louis' was finally able to exercise his talents as an engine builder. The original engine had reached the end of its potential after 177,871 kilometres of loyal service. With the magnesium crankcase becoming porous and losing its rigidity, it was decided to replace the engine with a new, single-ignition 2.8-litre unit, retaining the original fuel injection and built to the specifications of the 'sorcerer from Essonne'.
 It was built from a latest-generation magnesium crankcase (type 901.101.102.7R), with a new crankshaft obtained from Porsche as a standard exchange by Louis, new Malhe 2.8 RSR liners/pistons, a high-flow oil pump and hydraulic tensioners,
 The 2.7 cylinder heads, ground at Bozon, were fitted with new valves, guides, springs and rocker arms.
 As part of the basic 'in-house' preparation, the crankshaft was balanced, the flywheel fitted, the pistons matched to the exact gram, the connecting rods polished and matched, and the intake and exhaust passages polished and enlarged.
 The engine is stamped on its LM 16 crankcase, to link it to the small series of engines signed 'Meznarie' because they were designed and built entirely by Louis, assisted by 'Gilbert', his faithful second-in-command at the time.
 Finally, in 2003, the last 'preparation' devised by 'Louis', to enchant his engine a little more; replacing the 2.7 RS type camshafts with those of the SC RS 3 l, was implemented. On this occasion, the original cast-iron rocker arms were replaced by lighter 2.2 S steel rocker arms, which allow 7,500 revolutions instead of 7,200.
 Similarly, to compensate for the increase in compression ratio to more than the RSR's 10.5/1, since the 92 mm pistons were more crowned than the RS's 90 mm, and the volume of the combustion chambers of the 2.7 RS cylinder heads was smaller than that of the 2.8 RSR, an additional radiator was fitted as standard at the bottom of the front spoiler, in the 2.8 RSR style, to maintain the temperature at full load at 90°.
 It develops 15% more power (240 bhp at 5,750 rpm, maximum torque of more than 300 Nm at 4,750 rpm), with much flatter curves, as can be seen by comparing the curves of the 2004 run on a chassis dynamometer and those of the production engine.
 As a result, 240bhp is available between 5,750 and 6,300rpm, and more than 210bhp (the maximum power of the 2.7 RS) is available between 4,500 and 6,600rpm.
 As for torque, it's even better: 300 Nm available from 4,100 to 5,500 rpm and 255 Nm (obtained at 5,200 rpm on the 2.7 RS) from 3,200 to 6,200 rpm.
 These values are perfectly representative of the engines prepared by 'Louis'. Although these engines were generally a little more powerful than those from the factory where they were systematically tested, they had much greater torque.
 He had adopted Enzo Ferrari's adage that "power sells, but it's torque that wins"!
 This 911 2.8L RS, which has passed through the good hands of 'petit Louis', is the ultimate culmination of what the 911 2.7L RS should have become, and is now waiting for you to 'write the rest of its story'...