The Jägermeister 934 is one of the most recognisable liveries in the world of motor racing. It adorned the bodies of some of the great race cars in the 1970s and 1980s, and irrespective of whether the car won a race or not, it was usually the crowd’s favourite.
The 1970s was a period of great experimentation and innovation, both in the road car sector and in the racing world. Turbocharging became very popular and manufacturers around the world slapped a turbocharger on just about anything and everything, in order to claim a slice of the action and market growth. Porsche actually kicked off this whole revolution when in 1972 they turbocharged the 917/10 Can-Am Spyder that went on to dominate the Canadian-American series for two seasons. In 1974, the Carrera RSR Turbo, a 2142 cc powered 911 (actually the first 911 turbocharged racer), was driven by Gijs van Lennep and Herbert Müller in the 24 Hours of Le Mans, where they finished in a remarkable second place overall. The 930 production model was launched in 1975, while the Porsche 934 Turbo race car came along a year later.
Looking very much like the production Porsche 930 Turbo on which it was based, the 934 Turbo was just that – a 930 Turbo intended for action in the Group 4 class of sports car racing. In fact, externally, the 934 Turbo differed visually from the production model only in that it was fitted with a more aggressive looking front air dam, which had an aerodynamic benefit but it also carried the two cooling radiators for the intercoolers. To be eligible for Group 4, Porsche had to make at least 25 units of the 934, in fact they produced 32 cars in 1976. The 934 was an interesting and important model in Porsche’s racing family, in that all future 911 turbocharged racing models flowed from this car.
The 934 Turbo was not a works racer, that honour went to the 935 which, in 1976, was only available to the factory squad. In an effort not to drown out the attempts of its burgeoning customer racing base, Porsche elected to stay out of Group 4 racing and to leave this class for its customers to compete in. The 935 was aimed at the bigger-engined Group 5 class where customers did not race due to the demands of much higher budgets. The race classes and model derivatives fitted well together as the racing version of the Porsche Turbo was based on the 930, and the ‘4’ in 934 indicated that it raced in Group 4, while the ‘5’ in 935 indicated that it raced in Group 5. By simply replacing the ‘0’ in the 930 model designation with ‘4’ or ‘5’ you have the 934 and 935 race cars.
The 934 Turbo had to relate much more closely to its production sibling than the full factory 935 racer. That said, while the 934 still looked very much like its roadgoing relative externally, there were several changes and upgrades under the skin. The teams could fit extended wheel arches, in order to fit wider rubber which was necessary to cope with the much higher acceleration, braking and lateral forces generated by a race car.
In the engine bay, the vertical fan was changed to a more efficient horizontal one. Fitting the turbo and the associated equipment was not without its problems, while the turbo and wastegate were mounted between the engine and the rear valance. The turbocharger fitted, a KK&K model K33, was in fact the same unit as fitted to the Porsche 917/10. There was though, insufficient space in the engine bay for an air-to-air intercooler, and so a water-based cooling system was installed with the radiators located within the deep air dam up front. A water pump was installed to circulate the coolant through the system. By locating the radiators up front, and by also moving the oil tank to the front luggage compartment, this had the effect of improving the car’s weight distribution.
Additional weight saving measures included the removal of the rear seats plus the front passenger seat and all unnecessary switches and gadgets. However, the teams could not fit Plexiglass as the 934 had to retain the standard production glass. Mandatory safety equipment included a roll cage and a six-point harness. Suspension modifications were limited but the teams could fit an adjustable suspension set-up to allow for more precise settings for different tracks. Stiffer springs, shock absorbers, certain reinforcing parts and 917 racing brakes were also fitted. The standard hubs were replaced by special, reinforced hubs with centre-lock wheel fittings. Three-piece BBS alloy wheels were used. However, the cars were delivered from the factory with their electric windows installed and still operational!
Porsche’s racing customers were understandably keen to get their hands on the new 934, because the 911 model was familiar to them and they were able to attract lucrative sponsorships deals to help fund their racing activities. From the mid-70s onwards, race cars displayed ever-increasing creativity with radical liveries and colour schemes. Successful privateer teams included the Kremer Brothers, GELO Racing, Max Moritz and others, and they all brought their own branding and sponsorship to the track, ensuring a colourful, and enjoyable spectacle.
Porsche 934 Turbo – chassis #930 670 0167
Chassis #930 670 0167 was sold to the German car dealer, Max Moritz of Reutlingen, Germany, to be campaigned in the European GT racing scene. Why chassis #0167 became so well-known, was because of the sponsorship deal that Moritz struck with Jägermeister, the manufacturers of the famous herbal liqueur, located in Wolfenbüttel, Lower Saxony, about 200 km south of Hamburg.
Jägermeister had been a motorsport sponsor since 1972, but at that stage the brand had not yet become the well-known and famous livery that we know today. The Max Moritz sponsorship deal saw the Porsche 934 Turbo chassis #930 670 0167, decked out in the now-famous Jägermeister orange livery, known as Rhine Orange, for the 1976 season. The car’s racing number changed for just about every race that it was entered in, a total of sixteen races in that year alone. In the seven months between April and October, the Jägermeister Porsche 934 as it was known, raced every month, sometimes in as many three or even four races a month.
The German driver, Reinhard Stenzel, was behind the wheel of this car in every race but he was supported in the Nürburgring 1000 km on 30 May by Derek Bell, Günter Steckkönig and Helmut Kelleners. The foursome managed a tenth-place finish overall, and third in the Grand Touring class. On 5 September, Stenzel was again accompanied by Derek Bell and Helmut Kelleners when they tackled the Monza 1000 km, but the car failed to finish.
Reinhard Stenzel, however, did have a relatively successful season in the Jägermeister Porsche 934, picking up six podiums (three 2nd and three 3rd places) in 1976. On only one occasion did the car crash in Stenzel’s hands, that being the second race of the season at Hockenheim.
1976 race results
|4 April||Nurburgring 300KM – European GT||Reinhard Stenzel||8th|
|11 April||Hockenheim – Deutschland Trophae||Reinhard Stenzel||DNF – crash|
|2 May||Nurburgring Eifelrennen – DRM||Reinhard Stenzel||2nd|
|23 May||Mainz-Finthen – ADAC – DRM||Reinhard Stenzel||3rd|
|30 May||Nurburgring 1000 km||Reinhard Stenzel/Derek Bell/Günter Steckkönig/Helmut Kelleners||10th|
|20 June||Hockenheim – Rhein Pokal – DRM||Reinhard Stenzel||4th|
|27 June||Norisring – DRM||Reinhard Stenzel||2nd|
|27 June||Norisring – European GT||Reinhard Stenzel||2nd|
|25 July||Diepholz – DRM||Reinhard Stenzel||3rd|
|1 August||Nurburgring – DRM GP||Reinhard Stenzel||DNF|
|29 August||Hockenheim – Preis der Nation DRM||Reinhard Stenzel||DNF|
|5 Sept||Monza 1000 km – European GT||Reinhard Stenzel/Derek Bell/Helmut Kelleners||DNF|
|12 Sept||Nurburgring – Bilstein Super Spring DRM||Reinhard Stenzel||DNF|
|19 Sept||Imola – Coppa Berilaqua – European GT||Reinhard Stenzel||DNF|
|26 Sept||Hockenheim – Rhein Pokal DRM||Reinhard Stenzel||3rd|
|31 Oct||Hockenheim – European GT||Reinhard Stenzel||15th|
At the end of the 1976 season, Moritz sold chassis #930 670 0167 to the Italian industrialist and racing driver, Gianpiero Moretti, of MOMO fame. The Porsche underwent a change of livery, as Moretti was obviously keen to promote his own company, and so the body was coloured red, and the nose and flanks were done in yellow. It was a striking livery, but not nearly as recognisable as in the previous year.
Chassis #930 670 0167 was not as active in 1977 as it had been the year before, but Moretti, who drove the car himself, won the Italian Group 4 championship with the car that year. He also raced in the 6 Hours of Silverstone in ‘77, where he and Vittorio Brambilla finished seventh overall and first in the Grand Touring class, racing under the Jolly Club umbrella. The Moretti/Brambilla car was the fastest qualifier in class, and at the end of the race, they were two laps clear of the second placed car, also a Porsche 934.
In his eight races with chassis #930 670 0167 in ’77, Gianpiero Moretti scored four first places and only one DNF – his four wins came when he was driving alone in the car. At the end of the 1977 season, Moretti parked the car for two years at which time the American industrialist, Chet Vincentz, purchased the car from him, to be raced under the Electrodyne umbrella in the USA.
1977 race results
|15 May||Silverstone 6 hours – World Makes||Gianpiero Moretti/Vittorio Brambilla||7th|
|10 July||Misano – Italian GT championship||Gianpiero Moretti||1st|
|17 July||Pergusa – Italian GT||Gianpiero Moretti||1st|
|24 July||Paul Ricard – 500 km – World makes||Gianpiero Moretti/Giorgio Schon||14th|
|20 August||Misano – Italian GT championship||Gianpiero Moretti||1st|
|4 Sept||Monza – Italian GT||Gianpiero Moretti||1st|
|23 Oct||Vallelunga – World Makes||Gianpiero Moretti/Giorgio Schon||DNF|
|6 Nov||Vallelunga – Italian GT||Gianpiero Moretti||3rd|
Electrodyne Racing USA
Vincentz campaigned the car over three seasons in America, being 1979-1980-1981, during which time it competed in just eleven races. Vincentz was behind the wheel in all eleven races, but its first win only came on 6 July 1980 when he was teamed with Bruce Jenner and Bob Garretson in the Watkins Glen 6 Hours. On 24 August 1980, Vincentz and Dave White finished second in the IMSA Mid-Ohio Lumbermans 500. A year after the car’s first win on American soil, Vincentz was again victorious in the GTO class on 12 July 1981 at Watkins Glen with teammates Van Every and John Wood. A third place with John Wood in the Lumbermans 500 in 1981 was the car’s only other podium in this three-season stretch.
USA race results 1979-1981
|26 Aug 1979||Mid Ohio – Lumbermans 500 – IMSA||Chet Vincentz/Dave White||20th OA/9th GTO|
|23 Sept 1979||Atlanta – IMSA||Chet Vincentz||26th OA/3th GTO|
|13 April 1980||Atlanta – IMSA||Chet Vincentz||29th OA/14th GTO|
|6 July 1980||Watkins Glen 6 Hours – World Makes||Chet Vincentz/Bruce Jenner/Bob Garretson||18th OA/1st GRP4|
|24 Aug 1980||Mid Ohio – Lumbermans 500 – IMSA||Chet Vincentz/Dave White||9th OA/2nd GTO|
|21 Sept 1980||Atlanta – IMSA||Chet Vincentz||27th – DNF|
|31 May 1981||Mid Ohio – 200 – IMSA||Chet Vincentz/Lance Van Every||22nd OA/5th GTO|
|12 July 1981||Watkins Glen 6 Hours – World Makes||Vincentz/Van Every/John Wood||7th OA/1st GTO|
|18 Aug 1981||Mosport 1000 km – World Makes||Chet Vincentz/Derek Bell||21st OA/7th GTO|
|30 Aug 1981||Mid Ohio – Lumbermans 500 – IMSA||Chet Vincentz/John Wood||7th OA/3rd GTO|
|27 Sep t 1981||Pocono – IMSA||Chet Vincentz||34th -DNF|
Chassis #930 670 0167 today
Interestingly, Porsche 934 Turbo chassis #930 670 0167 has never been modified into a 934 ½ or a 935, as some 934s were. Porsche Road & Race spoke to three key players in this car’s life: Jim Edwards, the car’s current owner; Andy Smith, the car’s current curator; and Jerry Woods Enterprises (JWE), who were responsible for much of the car’s rebuild to its current state.
Jerry Woods Enterprises (JWE Motorsports)
Jerry Woods has been around Porsche road and race cars for decades. Woods has worked on more 911, 934 and 935 engines than most folk have had breakfasts, and he was instrumental in keeping the Dick Barbour and Garretson racing team engines going, so there isn’t much he hasn’t seen or done in this field. It was hardly surprising, therefore, when Jim Edwards knocked on the JWE door, and asked the JWE team to put the Jägermeister Porsche 934 back in good working order.
When it arrived, the whole car was in pieces in boxes, and the engine and gearbox were not in the car, they were on a pallet. The water lines had also been removed, so it would prove to be quite a project. “Basically, he just wanted us to assemble the car. When we first put the engine on the dyno and connected up the water because it had a water intercooler, they were porous because water was getting into the cylinders on one side. We then suggested that he should get new intercoolers made, but Jim just wanted the car more as a display piece.
“It will run quite well, but you shouldn’t bring it up on to boost because the charge temperature would go too high. It was a CIS system (continual injection system), the very early 934s were that way, it was an adaption from the street 930, and they were known for not being very driveable. We interviewed some drivers who actually drove them in the day, and they basically had a very narrow power band when they were off idle. So, our goal was to make the car so that you could drive it from the showplace up to the podium, but not necessarily on a racetrack. We spent quite a bit of time working on the injector nozzles and the fuel distribution head needed some attention, so we spent some time getting that functional. And then from the dyno, the engine went into the car,” Woods said.
Andy Smith – Edwards’ Collection manager
“Yes, it’s one of my favourite kids,” Andy Smith, a Porsche factory trained mechanic, remarks with a little humour when pressed on the Jägermeister 934. Smith has the enviable task of looking after the collection which consists of a number of Porsches.
“We never did anything with it, it just kind of sat in the corner. I won’t even say that we went through the motor, but we tidied up a lot of stuff,” Smith added. They also cleaned up the bladder because the bladder was still usable, checked the fuel lines, took the motor out and changed the spark plugs, replaced a few gaskets and fired it up. Then Smith had it resprayed back to the original Jägermeister Rhine Orange.
“The car still has the original tyres on it which are Pirellis and are date marked in the 1980s. We planned to make this into something that we take to shows, we weren’t ever planning on racing it. The car is still geared for whenever it last raced, and it has a pretty decent first gear, and the reason I know this because I can actually start it in first gear. This car is fitted with a 4-speed gearbox, the regular style gearbox just like on the 930,” Smith revealed.
The 934 Turbo is fitted with the K-Jetronic or CIS (continual injection system). Smith pointed out that it is a really basic, rudimentary system but it works well enough. Although the car wears the external concertina bumper hardware, the collapsible strut mechanism underneath has been removed. Interestingly, the 934 still has electric windows, “Yes, the windows go up and down electronically. The car had to make a certain weight, so they basically just took a car off the production line, it is pretty crazy,” he pointed out.
Jim Edwards – the owner
Jim Edwards remembered that the first time he laid eyes on 934 was at Rennsport III at Daytona in 2007. The owner recalled some of the car’s early history, mentioning some of its highlights, “After 1976, Moretti bought it and took it to Italy and raced it in MOMO red. He won the 1977 Group 4 Italian championship, but it’s big win that year was as a Jolly Club car when they entered it at Silverstone in the Group 4 six-hour race with Vittorio Brambilla/Gianpiero Moretti, where it won the GT class.”
When Edwards acquired the car in 2007, it was still wearing its MOMO red livery, but as he recalled, the car was in ‘phenomenal’ condition having won an award at Amelia Island in the early noughties. But Edwards wanted it back in the original livery, “I had Jerry Woods and big Ron Gruner go through the car to dial it in correctly as in period. I decided to keep the Jaeger car as a perfect example of an original 934 for show purposes, so I took it back to Jägermeister Rhine Orange.”
Jim Edwards took the decision not to prepare the car for track racing, but to restore it back to its original livery and keep the car for show purposes as he had another 934 in his stable for racing. “Right now, we can start it (the Jägermeister car) and drive it, but it is not set up for the track. Both of these cars have always remained in their original kit and have never been modified up for later periods of the 934/935 era.
“The interesting thing is, if you see photos of the centre-lock tie downs for securing it on a trailer, I noticed when I bought the car that those were even the original tie downs because they were still in Rhine Orange, even after going through its period as MOMO red. It is just one of those little idiosyncrasies, but that was its history, right there in the tie downs,” Edwards pointed out.
“As I tell people, I had nothing to do with the history of the car, I am the current tender of the car until the next one comes along. To be finally able to own some of these iconic cars is a privilege, and I love the cars and that’s why I have them. I try to keep them in prime shape and then get them out and put them on display so that folk, who normally could not see them, can have a chance to see these great cars.”
The Jägermeister Porsche 934 Turbo chassis #930 670 0167 is one of the most recognisable liveries from the 1970s. It is the most reproduced livery in the scale model world, which says a lot for the impact and success that the Jägermeister livery. It was, and it remains to this day, a long-lasting favourite of many Porsche enthusiasts. Look out for this car at selected events.
|Engine Type||930/71 B6|
|Bore x stroke||95 x 70.4 mm|
|Power output||485 bhp @ 7000 rpm|
|Torque||588 Nm/434 ft lbs @ 5400 rpm|
|Fuel delivery||Bosch K-Jetronic fuel injection|
|Turbo boost pressure||1.3 bar (18.5 psi)|
|Width (front/rear)||1800/1986 mm|
|Height||1300 mm (adjustable)|
|Track (front/rear)||1481/1565 mm|
|Weight||2470 lbs (1120 kg)|
|Price (1976)||DM 108,000 (about $41,300)|
Note: Thanks to Jim Edwards, Andy Smith, Martin Raffauf and Jerry Woods for their help with this feature.
Written by: Glen Smale
Images by: Porsche Werkfoto, Martin Raffauf, Jerry Woods (JWE), Andy Smith