rally tour de europe 1973

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WRC Calendar History I: 1973

This is the beginning of an article series where we go through the history of the WRC from the viewpoint of the routes and seasonal calendars. There won’t be many mentions of cars, drivers or winners, but plenty of geography, kilometer numbers and rule changes. To kickstart the series, we look at the inaugural WRC season of 1973 and what kind of challenges it contained . A few of the rallies have remained on the calendar throughout the decades while others have taken years off. Some events have had their locations and titles changed within the host country, while a handful of these events are more unknown to the current generation of WRC fans.

Cover image from Wikimedia Commons .

This article is dedicated to the memory of Hannu Mikkola who passed away while the text was in proofreading phase. Mikkola’s career had already begun well before the WRC had established. He participated in the 1973 season with three car brands (Ford, Peugeot and Volvo).

We can instantly see some things that are different to the present day. First of all, many of the rallies were longer, with more competitive distances, although some of them had 300-500 km which is not that far from today’s routes. Another thing is that only Rajd Polski, 1000 Lakes, Press on Regardless and Tour de Corse were arranged over a weekend, with most rallies using the weekdays. The rallies also spanned over more days, with Monte Carlo lasting a full week.

All the rallies also had some characteristic differences and unique features. Let’s take a closer look at each rally.

Rally Monte Carlo started with a concentration run, which is essentially a long liaison to the actual start of the rally. The idea was that the drivers could start from around Europe closest to their home and end up together in Monaco. However, the most direct routes were not used in order to make the routes equally long for everyone. Also, one option was to start simply from Monaco and return later in the same location.

Leg 1 was concentration run ( ‘Parcours Concentration’ ).Starting points were Almeria, Athens, Frankfurt, Glasgow, Oslo, Reims, Rome, Warsaw and Monte Carlo. Concentration run distance varied from 2,418 to 2,735 kilometres. – juwra.com

The itinerary of the rally was different to what we know today. The concentration run ended with one special stage before arriving to Monaco on Sunday afternoon. Then the whole Monday was a rest halt. The second leg lasted for 24 hours, from Tuesday to Wednesday. It took the crews to Grenoble and back, including classic stages like Burzet, St Bonnet le Froid and La Cabanette, finishing with another 24 hour rest halt in Monaco. The rally concluded on the final double-loop over Col de Turini, where only 60 best-placed drivers were allowed to run.

Swedish Rally was already then the designated all-snow event of the season. In the latter decades Sweden became known as a compact sprint rally, but in 1973 it was surprisingly the competitively longest non-African event of 1973 with 760 stage kilometres (although 100 km was cancelled).

Curiously studded tyres were banned according to Motorsport Magazine . It didn’t help that there was very little snow, with bare ice covering the slippery roads. A four-car racing stage was contested at the Färjestad trotting track in Karlstad, which has still served as the super special location up to recent years.

Rally de Portugal was a mixed surface rally with some of the stages completely on gravel, some completely on tarmac, or both surfaces within the same stage.

It has an abundance of special stages, some rough and some not so rough, and road sections which are also timed at averages which are much faster than those of most events, although this doesn’t always appear the case on paper. – Motorsport Magazine 5/1973

The rally started lazily on Wednesday afternoon with just one stage four stages on Thursday afternoon. However, the next two legs from Friday to Saturday and Saturday to Sunday were longer, and consisted classics such as Arganil and Fafe.

The 5300 km route of Safari Rally didn’t have special stages but only tightly timed sections on varyingly rough roads, with the winner having the least lateness. Thus servicing the car during the legs also increased the penalty minutes, so it wasn’t necessarily the fastest driver who won the rally, but the most reliable car. This is probably why car manufacturers loved the event, and winning it was sometimes more important than the whole championship.

The second African event Rallye du Maroc was driven in Morocco. The drier terrain on the North-West corner of Africa posed a different challenge to the Kenyan Safari on the other side of the continent. In addition, Rallye do Maroc was a proper special stage rally, although the longest stages were over 200 km long, sometimes crossing deserts like Paris-Dakar would in the latter decades.

A 250-kilometre drive across the barren, rocky deserts of Southern Morocco on the edge of the Sahara, where the track is defined only vaguely and sometimes disappears altogether in a sea of boulders along the dry bed of a forgotten river, is an arduous journey even for those with time on their hands. For people who are driving against the clock, with vital special stage seconds ticking by at every drift, rock bed and gully, it’s an achievement to get to destination without smashing the car into pieces. — An event which out-roughs the roughest Safari, it takes in the rocky escarpment roads through the Atlas Mountains, where the twists and turns make the use of pace notes necessary, and the long, interminable drags across the desert where notes read something like “Fork right and head for gap between two peaks on horizon” or “Stop and turn left along boulder bed for 1.3 kilometres”. — Without doubt the roughest event ever to be included in the series and probably the toughest test yet of how far a car can be driven at destructive speeds before it begins to fall apart.  — A superb rally with a unique character, and one which certainly should remain a World Championship qualifier. – Motorsport Magazine 7/1973

Clips of the this event can be seen here at 0:37

We tend to think about Greece’s Rally Acropolis as a rough and slow car-breaking gravel rally, but according to the following video, they drove also mountainous tarmac stages which look like almost like Tour de Corse! In fact, Acropolis was pretty much a mixed surface rally all the way up to the 80’s, with drivers even switching to slick tyres for the all-tarmac stages.

With tracks decidedly on the rough side, but not Morocco’s scale of course, the Acropolis is always a car-consumer, and since the time schedules on the inter-stage link sections were quite tight this year there was very little time indeed for servicing. The result was a finishers’ list only eleven strong, and that from 83 starters. – Motorsport Magazine 7/1973

Rajd Polski , or Rally Poland, had packed 742 stage kilometres and 3178 liaison kilometres into two overnight legs with only a short daytime rest halt. The center of the rally was in Krakow with first leg going west and the second South-East. Most of the stages were run twice or even three times, often in both directions. The route had one stage near Krakow, but there were also long liaison sections with time controls along the way.

The event was poorly organised, with impossibly fast averages on open public roads creating a needless danger for competitors and non-competitors. Special stages were not sealed off from other traffic, marshalling and timekeeping was slack, and the results service was almost non-existent. – Motorsport Magazine 8/1973

According to this history article , some of the sections required average speeds of over 100 km/h on small gravel roads, and the route was adjusted at the last minute. Needless to say, Poland wouldn’t feature in the WRC calendar anymore, at least for many decades.

The 1000 Lakes Rally of Finland has maybe changed its name since, but retained its center of Jyväskylä, as well as its main characters – speed and jumps. Many classic stages such as Urria, Ouninpohja, Myhinpää and Ruuhimäki were already included on the route. The winner’s average speed of the whole event was as fast as 105 km/h. It was also known as one of the shortest events on the calendar. Like Rajd Polski, it was contested over two nights from Friday evening to Sunday noon with the daytime rest halt on Saturday.

1000 Lakes Rally 1973 @ rally-maps.com Read also the Rally Finland Route History on this blog.

I didn’t know anything about the Austrian Alpine Rally, or Alpenfahrt , before writing this article.

[The] route did not go to the mountains any longer despite reference to Alps in the name. Instead, stages were held on fast and smooth gravel roads near Baden, west of Vienna. – juwra.com

Alpenfahrt was also the shortest event of the year with only 324 stage kilometres driven. According to Motorsport Magazine , one leg of the rally was cut because the cattle in the area were infected with foot and mouth disease. The magazine also mentions that the organizers were not experienced enough in organizing a World Championship level rally. Possibly for the aforementioned reasons, the country has never since organized a WRC round.

Italy’s Rallye Sanremo has traditionally been a mixed surface rally. In contrast to Portugal, most of the stages were driven on sealed surface with only short bits of gravel in between. In fact, the roads in the Sanremo area are nowadays all paved, but not already in 1973. This resulted in mountainous gravel action not seen in the latter decades.

Punctures were very frequent. The amount of smooth tarmac persuaded teams to use complete slicks with the minimum of longitudinal grooving to comply with regulations. Naturally they were not anything like as puncture-proof as stouter tyres, but most drivers felt that they were so much quicker on the slicks that it was worth risking punctures on the little gravel stretches which punctuated some stages. Some reckoned that the time gained by using slicks was more than the time it would take to stop and change a wheel, hut that is debatable. – Motorsport Magazine 11/1975

The Press on Regardless Rally , run at Lake Superior in Wisconsin, USA, consisted of 85 special stages, most of which were under 10 km in length. According to Motorsport Magazine the roads were very sandy and started rutting up quickly, and many stages were used twice.

The challenge in RAC Rally of Great Britain was that no pace notes were allowed. There were 80 special stages, but together they made up only 540 km since most of the stages were under 10 km in length.

The rally started on Saturday morning with some spectator-friendly stages in mid-England before heading into Welsh forests in the evening for an overnight leg which wouldn’t end until Sunday afternoon. Many current Wales Rally GB classics were on the route, such as Myherin and Hafren. One of the spectator stages, Sutton Park, was driven on Saturday and Sunday afternoons. These often paved “Mickey Mouse” stages made RAC partly a mixed surface rally

The rally restarted on Monday morning into another 32 hour leg towards Lake District and Scotland. The notorious Kielder forests were also tackled before another rest halt on Tuesday evening. Then the rally finished with a short run in Yorkshire on Wednesday.

Finally, France’s Tour de Corse was the only all tarmac rally of the season. As curious as Sweden being the longest special stage event is Tour de Corse being shortest in duration, lasting only from Saturday to Sunday, packing in 511 stage kilometres. However, a big chunk of the route had to be cancelled due to unpredicted snowfall!

Read also the Tour de Corse Route History on this blog.

Out of the 13 events, the manufacturers were allowed to count the eight best results to their overall score (driver’s championship didn’t exist yet). The championship-winning team Renault-Alpine collected their points from Monte Carlo, Sweden, Portugal, Morocco, Acropolis, Alpenfahrt, Sanremo and Tour de Corse.

As we know servicing was allowed anywhere the service crews were available, except during regroupings and parc fermes. Sometimes the cars were even serviced during the stage, and especially during the sections of Safari, which weren’t even closed from public traffic.

Most of the driving occurred during the nights. Monte Carlo, Portugal, Rajd Polski, Alpenfahrt, Press on Regardless and Sanremo had same stages run multiple times. However, Acropolis, 1000 Lakes and RAC constructed their routes through only single-run stages (actually RAC had one park stage repeated).

The next episode in this series will tell us how the calendar would evole in the upcoming years.

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2 thoughts on “ wrc calendar history i: 1973 ”.

Very interesting! Thank You!

Thank you! Stick around for the next part in the series next week!

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Tour de Corse 1973 Rally

by rwgraves

World Rally Championship event Dec. 1-2, 1973, Ajaccio, Corsica

Tour de Corse this Rallye de France is the World Rally Championship from the inaugural 1973

The “Tour de Corse,” also known as the Corsica Rally, has a rich and storied history in the world of motorsports. The name “Tour de Corse” indeed harkens back to its origins when the rally encompassed a complete circumnavigation of the entire island of Corsica. This grueling and picturesque route showcased the diverse landscapes and challenging terrain that Corsica has to offer.

The rally’s legacy is deeply rooted in the twisty, mountainous roads that wind through Corsica’s rugged interior. These roads, with their countless hairpin bends and dramatic elevation changes, earned the event its affectionate nickname – the “Ten Thousand Turns Rally.” Drivers and co-drivers had to exhibit exceptional skill and precision to navigate these demanding routes successfully.

The rally’s evolution, however, has seen it transition from a full island tour to a more compact format centered around the city of Ajaccio. The modern Corsica Rally typically features a series of special stages held on the asphalt roads near Ajaccio and its surrounding regions. While the rally has lost some of its former geographical scope, it remains a supreme test of driving skill and concentration.

Competitors in the Corsica Rally face not only the technical challenges of the winding roads but also the potential variations in weather, from bright sunshine to misty mountain conditions. The combination of demanding terrain, precise driving, and ever-changing weather can make the Corsica Rally a formidable event, even with the revised route.

Throughout its history, the Tour de Corse has been a highlight in the World Rally Championship (WRC) calendar, attracting top drivers and teams from around the world. It continues to be celebrated for its unique character and the enduring appeal of Corsica’s striking landscapes. The “Ten Thousand Turns Rally” remains a testament to the skill, determination, and resilience of those who dare to tackle its challenging courses.

#TourDeCorseHistorique #HistoricalRally #ClassicCars #MotorsportHistory #CorsicaRally #RallyingLegends #TimelessJourney #CorsicaAdventures #VintageMotorsports #RallyingHeritage #CorsicaLandscapes #RallyingThroughTime #ClassicCarEnthusiasts #HeritageRally #CorsicanCulture #RallyingTradition #TimeTravelRally #CorsicaExperience #ScenicRally #CorsicaRoads

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1973 Season

• Edit source

The 1973 World Rally Championship season was the inaugural season for the Fédération Internationale de l'Automobile (FIA) World Rally Championship (WRC) format. It consisted of 13 events, each held in a different country of the world. Many of the events would be staples of the series through to today, including Monte Carlo, Sweden, Tour de Corse, and the RAC Rally, while others would soon be replaced in the schedule. As with following seasons, gravel events formed the majority of the schedule. Two pure tarmac and one snow and ice rally were also included, as well as three events held on a mixture of soft and hard surface roads.

Notable entries [ ]

• 1 List of female World Rally Championship drivers
• 2 Citroën DS3 WRC
• 3 WRC records

Category : 1973 in World Rally Championship

Subcategories.

This category has the following 5 subcategories, out of 5 total.

• 1973 World Rally Championship season cars ‎ (1 C)
• 1973 Rally Finland ‎ (1 C)
• 1973 Rally Poland ‎ (4 F)
• 1973 Rallye Sanremo ‎ (3 F)
• 1973 Tour de Corse ‎ (1 F)

Media in category "1973 in World Rally Championship"

This category contains only the following file.

• World Rally Championship by year
• Rally racing series in 1973
• World Rally Championship in the 1970s
• World championships in 1973
• Uses of Wikidata Infobox

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1973 Renault Alpine

• Year of manufacture  1973
• Car type  Other
• Lot number  16797
• Reference number  19363-16797
• Condition  Used

Description

Lot details

Year: 1973 Make: Alpine Renault Model: A110 Registration: VMR 733M Chassis No: 18384 Engine No: TBA Mileage: TBA •: Believed to be the last works Alpine Renault A110 of 1973 •: Original car was built for the Tour de Corse Rally Corsica

Introduced in 1961, the Alpine A110 (also known as the 'Berlinette') was produced in various forms until 1977. The A110 evolved from the A108 which used components from the Dauphine featuring a steel backbone chassis with fibreglass body; the A110 was also different in that its supply of components came largely from the Renault 8. During its production run, the A110 was powered by various Renault engines from 1100cc - 1600cc derived from those found in the R8, R12, R16 and R17 in various states of tune. The car became successful as a rally car in the early 1970's and was considered one of the best of that period; notably taking the first three places at the 1971 Monte Carlo Rally with Ove Anderson coming first and Therier and Andruet following respectively. In 1973, following their Joining of Renault, Renault decided to compete in the world championship with Alpine. The A110 works cars won most races wherever entered and the Alpine dominated the Monte Carlo Rally that year with five official cars finishing in the top six. A further six victories were achieved resulting in the first World Rally Championship title.

This extraordinary piece of motor sport history has appeared for the first time for sale since it was crashed in East Africa Safari Rally in 1975 with Jean-Pierre Nicolas at the wheel with co-driver Vincent Laverne. Originally built in Dieppe for the Tour De Corse it now carries the exact livery of the Works Car as it ran in the Rally in 1973 - French Tricola Colours. The story of how it arrived here and is how you see it today is amazing and fit for Hollywood! After its accident the car ended up in a shipping container at the Caltex Service Station in Nairobi. The container went to Roger Clark Cars in Leicestershire where we believed parts were added in Crates and boxes. Various parts were transferred but it was certainly evident that with the lightness of the shell and the colours it was in (three really) it was commented upon as being 'very special'. Its original engine and gearbox had been removed just after the crash by the team and along with the Carte Grise, the registration, which was sent back to Paris as car 'Destroyed', we all know nothing like this, or any Rally Car is ever dead.

The story is this: On 6th November 1973 when the Alpine competition department put it on the road, the last two cars used in the 1973 World Championship: chassis 18384, 9026HN76 ( believed to be this car ) and 18386, 9027HN76. From the information available in the 2001 May edition of La revue de L'Automobile historique, we find they were destined for the Tour de Corse, the last event of the year, on 1-2 Dec. One car, Chassis 18384 Registered 9026 HN 76, was for Jean Luc Therier/ Marcel Callewaert. Alpine were already World Constructors' Champion in the first year of the WRC and Therier needed a top 3 finish in Corsica to become unofficial World Drivers' champion, this title had yet to be officially created, he succeeded by finishing in 3rd place. The car returned to Dieppe on 5th December and then in April 1974, in accordance with the wishes of Renault for worldwide promotion, 18384 was considerably reinforced and set off to Kenya for the 1974 East African Safari to be held on the 11-15/4/1974. Therier/Laverne running number 15 would be the team. From the start, Therier showed his class, taking the lead. But sliding around in what was a very muddy rally that year they found with so much wheel spin a lot of fuel was being used and in spite of the 90Litre middle tank, the berlinette ran out of fuel. Then fate took a hand, Laverne had been feeling unwell, he fell over suffering a small injury. Although incapacitated the team continued until fate arrived for a second time when Jean Luc hit a big jump, got the Alpine Airbourne and upon landing, the front Traverse broke causing chassis damage.

The car was then returned back to France and was somewhat vandalised during delays on the long return trip to Dieppe. Then, once repaired and prepared it went to a few shows on display. It was decided at the beginning of 1975, to send 9026HN76 18384 back to Kenya as a Recce car for the 1975 East African Safari Rally. Then the sad end came to the famous Berlinette, on the 11th of March 1975 when Jean Pierre Nicolas was on reconnaissance and practicing along with co-driver Vincent Laverne, it is said as he approached a long left hander flat in third gear, a white Renault 4 came and as JP turned opposite, the driver of the Renault 4 did the same and so head on crash happened with such force on the co- drivers side it broke Vincent Laverne's ankle and toes, JP receiving facial and shoulder damage. The broken Berlinette was quickly towed back into Nairobi, to the Caltex Service Station on the big Crossroads in Nairobi. Where it had its engine and gearbox taken out by the team and taken back to Dieppe. This absolutely fabulous car was painstakingly put back together by the present owner, over a number of years, sourcing all the available parts from the boxes and other means. This Alpine is superb and retains some original aspects and although the French authorities refused to allow its original registration of 9026 HN 76 to be put back on it, after its demise in Africa, there appears to be no doubt in the vendor's mind and Jean-Pierre Nicholas' that this is indeed the long lost ex Works car ( albeit rebuilt using new and sourced parts) and indeed many from the original factory in Dieppe have also seen the car in Dieppe France the last two years and waxed lyrical about it - true history, a true great and the one of the finest of all Alpines. Consigned by James Good.

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1973 Porsche 911RS (Fully documented Monte Carlo and Tour de France rally history) Numbers Matching

This vehicle has been.

Monte Carlo Rally 1973 911 RS VIN 9113600526 will be at Porsche Rennsport Reunion V.

Porsche delivered this 1973 911RS M472 Touring model to its longtime Paris distributor SonAuto in February 1973. SonAuto had a supremely important relationship with Porsche, not only as French distributor but also as Porsche’s official entrant in the 24 Hours of Le Mans and other French races from the early 1950s through the 1970s. This car, VIN 9113600526 left Zuffenhausen painted Ivory (off white) with seat inserts in “Pepita”, or hounds tooth, upholstery.

Its first owner, Jean-Philippe Grand, was the Porsche dealer in Cannes, but it seems he only used “W” registration on the car, as a dealer demonstrator. It appears Grand did little to distinguish himself or the car – beyond showing it and taking good care of it. Then he sold the car the day after Christmas, 1973, to José Grindou. It was Grindou who began to make history with the car.

By 1975, Grindou had modified the car to compete in some local rallies. Fortunately, this was the start of a period of many years which are well documented with exceptional period photographs and corresponding rally entry-lists.

Rallye Monte Carlo

Starting in 1977, Grindou, obviously feeling more confident in his skills and those of his co-driver, Julien Gacquière, entered the Rallye Monte Carlo. As car number 197, his 31st place overall finish (out of 198 starters) is recorded in the Monte Carlo Rally “bible,” the two volume set by Maurice Louche, Le RALLYE MONTE-CARLO au XXe Siècle .

But Grindou’s efforts in the Monte don’t end there. He returned in 1978 (ironically with a co-driver named Alain Ferrari) and they finished 29th overall with 216 starting the event. Apparently the Ferrari partnership in Grindou’s Porsche was a good thing. In 1979, they ran again, finishing 19th overall out of 154 who started.

In May 1979, Grindou sold the car to Franck Galci who held onto it only until Anthony Fourmachat made him the offer he could not refuse in October of 1979. That price is not part of the car’s known history, but that offer benefited Grindou as well, because it appears Fourmachat allowed Grindou to continue competing in the car. Curiously, co-driver Ferrari departed for the 1980 Monte Carlo running. Competing with Colette Galli, Grindou finished 59th out of 233 starters.

Fourmachat and a co-driver Thierry Crignou, then entered the car in the Monte in 1980 and they finished 72nd out of 237 starters. Months after that, Fourmachat sold the car to Michel Triabassi in August 1980, who entered it and ran in the 1980 Tour de France Automobile where, according to Maurice Louche’s new book, 1899-1986 L’Épopée du Tour de France Automobile , driving this car (mislabelled in the book as a 911SC,) he and co-driver George Decour finished 26th overall out of a starting field of 114.

These are not just weekend drives in the French countryside. The Rallye Monte Carlo begins from starting points as far away from Monaco as Almeria, Spain; Glasgow, Scotland; Oslo, Norway; and Varsovie, Poland. Cars that start from sites closer geographically, perform nearly an entire lap of their own country on the way to Monaco. The routes constitute 30 to 40 stages and typically total 1,500 to 2,000 miles over public roads in late January through Europe. The Tour de France Auto, run later in the calendar year, combines “transit stages, over public roads at impossibly high average speeds in between timed races on seven or eight race courses. Total distance on the lap of France can reach 3,000 miles with no repairs allowed.

Well-Earned Retirement

After this grueling performance, the car seemed to retire from competition and slowly passed it through several hands. It always remained in France. Fortunately, each transfer is well documented with dates, owners’ names, and registration numbers. .

This important competition 911 RS, #0526 was rediscovered in France in 2014 under the ownership of Pascal Andres, and the car appears to have been in his family since 1991. Andres concluded that #0526 deserved a complete repaint. Those who did the work found #0526 to be in excellent, rust-free condition and–most importantly–beneath all the layers of paint it retained its original rear fenders from 1973.

It’s impossible to stress too much the significance and importance of these fenders. Chassis #0526, as one of the early production numbers, left the Porsche factory with the thinner gauge steel that was specific to the 1973 911RS. It is very hard to find a 911RS with original sheet metal or with documented significant race history. The combination of the two together is extremely uncommon. It is a testament to several drivers’ high level of skills. Two independent experts have confirmed to us that the roof and doors also are of the thinner gauge steel. They (and we) believe the doors are original as fitted to the car at its manufacture in February 1973 at the Zuffenhausen.

Interestingly, #0526 still has the accelerator pedal extension that José Grindou installed in 1977. The dashboard still has its Halda Speedpilot average speed calculator and Halda Twin Pilot stopwatches. It is original details such as these that validate the car’s history and its value, and these are highly desired among experienced 911RS collectors.

Unusual Originality

Incredibly, for a car that competed so many times, the original engine, #6630500, bearing the near-mythical 911RS number “500” still is in the car. What’s more, it still has all the specific Type 911/83 parts. The genuine aluminum VIN plate still is on the car and the dashboard production number 1034444–the number most important to verify the assembly history of any Porsche automobile–is the correct one matching the VIN # 9113600526. This car is 100% genuine.

This RS, #0526, is fully documented with the entire ownership history known from day one. There are many historical documents including tax receipts, invoices, and other papers with the car. Important photographic documentation captures much of the history of events in which #0526 competed in its glory days.

It surprises us how many RS M472 Touring models have appeared for sale over the past several years. However, chassis 0526 is one of only a small handful that represents a solid investment in today’s market. Cars like this support the iconic status of the 1973 RS models, with this significant competition history as a car originally developed for comfortable performance on the street. This is, as we have mentioned, an early thin steel car with its matching-numbers engine.

Its history participating in the Monte Carlo Rally during the 1970s and the 1980 Tour de France Automobile make it eligible and a sure entry into the modern-day retrospective racing events around the world.

Imagine driving today’s Monte Carlo  Historique in a car that not only started but also finished four years in a row. Imagine arriving at the staring line of the current Tour de France Auto in a car that started – and finished – in the original version of the contest.

This RS is the ticket of admission for many of the greatest historic automobile events taking place anywhere in the world.

1973 Porsche 911RS

VIN Number: 9113600526

Motor Number: 6630500

• Exterior color: Ivory White
• Interior: Black with Hounds Tooth
• Numbers matching example.
• Early series production number with thinner gauge steel.
• Documented ownership history from day one.
• Extensive Monte Carlo Rally history and also raced at Tour de France Automobile.
• Extensive photographic documentation of period race history.

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La Montaine |Rally Tour de Corse 1973 Alpine A110 1800 v1

• Author Kaioshi
• Creation date Mar 9, 2021
• Tags a110 group 2 la montaine tour de corse
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• Tommy makeinen
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• May 25, 2021
• Version: v1

• Mar 10, 2021

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14. ADAC Rallye Tour d'Europe 1970

Final results.