RSR9 offers this innovative Unibal Stabilizer Racing Linkage kit for the uncompromising sport driver and for every systematic and consistently built race car.

It replaces the OEM elastic rubber linkages (477 511 051 A) by an Unibal equipped solid and direct linkage system reducing the elasticity of the stabilizer linkage in order to improve the efficiency of the stabilizer whose purpose is to distribute / transfer the load from the outer wheel to the inner wheel (under cornering) resulting in improved grip and therewith achieving higher lateral G’s meaning faster cornering speeds. The OEM rubber linkages decrease the efficiency of the stabilizer as they prevent it from reacting as direct as possible. This negative effect is eliminated when mounting our Unibal Stabilizer Linkage which allows the stabilizer to react directly and without delay. Unlike the OEM ones, these linkages may be fitted without pre-stressing.

Please note that this upgrade reduces the driving comfort of your Porsche due to the increased rigidity achieved.

Engineered, tested and manufactured in Germany. Race-tested on the Nürburgring Nordschleife. One linkage weighs 140g and is made from zincified steel; the Unibal bearing is maintenance free and offers a dynamic load capacity of 27000N. It may be installed as a bolt-in upgrade in combination with any size of OEM stabilizers. The kit includes a pair of Unibal Rear Stabilizer Racing Linkages, spacer sleeves and a set of screws.

Product Specification:

• Direct and rigid stabilizer linkage for maximum efficiency of stabilizer
• Bolt-in upgrade in combination with any type and size of OEM stabilizer

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

RSR9 offers all Porsche 968 trackday enthusiasts and 968 racecar owners a functional upgrade which perfectly complements the unique design of the 968.

The brake ducts bolt into the original location of the front side lights replacing them and fit precisely without any modifications required to the bumper (they slide in on one end and on the other are bolted in place). They are shaped in a similar design as the intakes seen on the 993 RS but are specially designed for the 968 (the shape of the 968 side lights is actually different to the 993 even if looking very similar).

The air intakes are made from FRP with a high quality gelcoat finish requiring very little effort to be primered then painted to your Porsche 968s colour code.

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

Turbo RS Heat Extraction Vents for Porsche 944 Turbo (951/952) and S2 Models

The key problem: Overheating issues encountered on Porsche Transaxle models

The Porsche transaxle models are notorious for the high temperatures building up in their engine bay. This problem originally was recognized with the first series of the 924 Turbo where the heat issue led to a short lifetime of some engine components, in particular the turbocharger.

Also later front-engined models suffered from high temperatures, everyone who has opened a bonnet of a 924 turbo or a 951 after having pushed the car was astonished by the heat that has built up in the engine bay during driving. This problem aggravates if the engine has been modified and/or the car is being used as a trackday vehicle or race car.

The NACA air intake from the 924 Turbo is a popular upgrade for modified 951’s but it did not convince us from a conceptual perspective, for the following reasons. The approach of forcing more air into the engine bay via the bonnet – the top of the engine bay – may cool down the interior temperature but is rather inefficient from an aerodynamic point of view as it doesn't solve the problem of getting the hot air out of the engine bay. Another disfavour is that – installed on a 951 – it only cools down the right half of the engine bay (header) and not the turbocharger's side which also heats up considerably.

The problem solution - Heat Extraction Vents

As we did not want to compromise, we started to look for another solution which concentrates more on getting the hot air out of the engine bay and therewith lowers the temperature instead of compressing more air via the upper side of the bonnet into the engine bay also producing lift at higher speeds.

Our approach is combinable with upgraded or additional air inlets installed on the front of the car so that both, supply and effluent of air can be considerably improved and a sufficient flow-through achieved. A basic rule of aerodynamics says that the profile of the outlet area has to be dimensioned twice the profile of the inlet area in order to achieve efficient airflow. When applying this rule to the 951, this leads to the result that the air outlets have to be dimensioned quite large:

The air outlets offered by RSR9 are a simple, systematic and pragmatic solution for the above problem and also convince from an aesthetic perspective as they perfectly flow with the timeless design of the 951. The design of this performance upgrade has been specifically matched to the styling of the 951, it incorporates the two folds that run alongside the bonnet and the shape of the frame (from a top view perfectly) matches with the curvy fenders of the 951 / 944 / 924 Carrera GT. The air outlets are manufactured from FRP (Fibre Reinforced Plastic) and coated with high-quality white gelcoat on the top. They are 445mm long and 250mm wide, once installed they reach 9mm into the interior of the hood and the frame stands up from the surface of the bonnet approx. 2mms. One air outlet weighs approx 300g.

Product installation:

The area of the bonnet where the air outlets will be fitted in has to be cut out with a cut-off wheel (this works fine with a DREMEL tool or similar). After the sheet of iron has been cut out, the frame of the air outlet has to be planed so that it perfectly sits / fits on the bonnet and the 7 outlets per vent have to be cut out (the vents are delivered in solid / closed version). Then it is time to filler and sand the outlet (and paint it if the entire bonnet shall not be painted together with the new air outlets).

Later the air outlet can be glued to the bonnet using 3M adhesive for vehicle body parts (or similar) and small G-clamps to ensure proper fitment. Installation can easily be done by a person with average DIY capabilities.

The price quoted is per pair.

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 racecar was based on the Porsche 968 CS with limited weight optimization only due to the regulations of the series which  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 complement the additional need for cooling and intake air of the new racecar, the Porsche Motorsport department in Weissach implemented two so-called NACA ducts into the bonnet of the car.

A NACA scoop or duct is a common design for a low-drag intake, originally developed by the National Advisory Committee for Aeronautics (the predecessor of NASA) in 1945, hence called NACA duct. When properly designed and implemented, it allows air to be drawn into an internal duct with a minimal disturbance to the flow. The design was originally called a “submerged inlet”, since it consists of a shallow ramp with curved walls recessed into the exposed surface of a streamlined body. NACA ducts are very often found in aviation and racing applications.

DEUTSCH NINE features an improved design of the OEM Turbo RS NACA ducts. The dimensions of our products are the same but we have considerably refined the quality of the surface as well as the symmetrical layout and overall quality of the ducts, aspects we noticed we had to improve when analysing the OEM parts during the development process. Our Turbo RS NACA ducts are delivered as a pair and can be easily installed by cutting out the respective areas out of the bonnet using a Dremel and a small cut off wheel. A cutting pattern can be provided in order to ensure they are easily placed in the right position.

These ducts can also be used for a wide range of applications outside of the original use.

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

RSR9 offers this high-quality Short Shift Kit for the dedicated sport driver and for every systematic and consistently built race car.

A Short Shift Kit reduces the gear throw required to shift gears. Our kit provides a throw reduction for both gear shift (longitudinal movement, eg.: 1st to 2nd in the 944) and changing shift gate (lateral movement, e.g. 2nd to 3rd in the 944). This reduction allows precise and quick shifting making the RSR9 Short Shift Kits a must-have upgrade for racing cars, trackday tools and every sophisticated sportscar driver.

Besides improving gear shift times, a short shift kit also provides more pleasure of driving to the active driver looking for a crisp, short shift that snaps right into gear.

This stainless steel short shift kit offered by RSR9 reduces the throw for the gear shift by 35% and the change of shift gate by 45%.

Installing this bolt-in upgrade in addition provides the benefit of replacing the OEM plastic joint attached to the gearbox which is known for wearing out leading to unprecise gear shifting, slackness in the shift gate and a poor feedback and shifting control in general.

Installing a short shift kit will decrease the gear throw required to shift gears and shift gate, the momentum required to change gears will increase though inversely proportional to the reduction of the throw (this however applies to all gearbox-sided short shift kits available for the 924/944/968). We also strongly recommend checking - and if necessary replacing the relevant parts - the shift lever bushing at the shift bar and the guide bolt in the gear lever. The short shift kit will only work flawlessly if these components are checked properly.

The short shift kit is made from stainless steel. The bearing bush is made from plain bearing bronze and special coated with Teflon in order to provide optimum longevity.

Product Specification:

• High Quality Stainless Steel Short Shift Kit
• 35% Gear Shift Reduction
• 45% Shift Gate Reduction (11% on custom order)

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

O-Structure Under Chassis Brace Kit for Porsche 944, 944 S2, 951 and 968

RSR9 offers this innovative O-Structure Brace for the uncompromising sport driver and for every systematic and consistently built race car.

The O-Structure Brace increases the torsional rigidity of the bodywork considerably (which is structurally “open” towards the bottom) resulting in a more agile and sharp cornering performance and more precise feedback. The O-Structure Brace has been systematically designed following lightweight requirements leading to a weight of only 1.02kg.

It has to be installed in conjunction with a Strut Brace and requires the fitment of our Uniball Transverse Control Arm Bearings in order to be attached to the latter. Having these components installed, the brace is a precise bolt-in upgrade levelling your Transaxle Porsche up to a new dimension of stability, controllability and response on the front axle. It considerably reduces the opening of the track on the front axle under heavy braking.

Please note that the O-structure brace will logically reduce driving comfort due to the extreme stiffness it provides and also reduces front ground clearance by 18mm (ground clearance is approx. the same as for the lining lower part).

Engineered, tested and manufactured in Germany. Race-tested on the Nürburgring Nordschleife. Made from high strength steel (zinced or brace nickel plated). It may be installed under the Porsche 944II, 944S, 944 S2, 944 turbo, 968.

Product Specification:

• High strength steel (mounting flange and fork head are zinced, brace is nickel plated)
• Weight: 1.02kg
• Quick and easy (de)-installation

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