RSAmerica.
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This is NOT your father's RS America.
by: By Keith V of CA & Bob W of IL
Despite the car being located in the shade with the bright background making it difficult to capture a good image,
you can clearly see it is a very striking vehicle.
The second sighting
In July 2005 PCA was celebrating its 50th year with the annual Parade in Hershey, PA and while there, I noticed a black
964 with the following license plate
To those who know what it means, the license plate is a warning not to mess with this car.
I remembered the car from the year before when I'd seen it at the 2004 Parade in Fort Worth TX, but throughout the
whole week of parade, despite seeing the car regularly, I had never managed to meet the owner. When I saw it this time
it was parked in the shade with the owner unloading it. I introduced myself and asked him a few questions about the car
and I found him to be a very interesting man with a very interesting story about how he came to have such a rare car.
His name is Bob W and he is a Professor Emeritus of Engineering at the University of Illinois. Bob has done research
work in the area of rocket and jet engine integration issues such as the base drag question and his sharp mind and quick
wit make him a very engaging man to talk to. His passion for well executed engineering is clear when he talks about
many things, but especially when he speaks of his RUF RCT.
I must have asked Bob around a hundred questions while he showed me his car and he patiently answered them all. One
of my questions was would he be interested in writing an article on his car for the RS America registry website and,
being a true gentleman, he agreed. The result is below along with a few of my questions and Bob's responses.
The man and his machine
Bob W of IL and his RCT. An interesting man with a confidence that comes from experience and understanding.
Bob W of IL
Besides being Professor Emeritus of Mechanical and
Industrial Engineering at the University of Illinois, and in
charge of the department's Automotive Systems Lab from
1978-1997, I spent time in Sweden at the Aeronautical
Research Institute of Sweden and at Porsche's Weissach
Research Center.
During our time in Germany, my wife and I were active with
PCAs Germany Region. In fact my wife was the Zone Rep for
PCAs overseas region at that time, which included Germany.
Within Germany Region one of the more active members was
Alois Ruf who sponsored PCA events including hosting
several at his business in Pfaffenhausen which is about 40
miles south west of Munich. During this time we became When you look in the dictionary for the phrase
good friends and during my last sabbatical before I retired, I “a wolf in sheep's clothing”
spent some months with him in Pfaffenhausen. there should be a picture of this car.
One of the journalists at Road and Track is quoted as saying “Alois Ruf is the nicest person in Germany - or at least a very
close 2nd” - but they didn't say who the other candidate was. I soon found that he treats everyone as if they had just bought
his most expensive car, even if they haven't bought anything.
While in Germany, I drove almost everything Luis has built in
the way of cars (including the legendary Yellow Bird, the
CTR2, 3.8L BTR) and I discovered I really enjoyed the RCT.
I had owned a 1978 3.3 Turbo which I never really liked very
much and which had put me off turbo's. Besides, my wife said
the car had a “fat ass”!
The RCT, on the other hand, doesn't have the classic turbo
feel. It's power delivery is much more like a very strong small
block V8 with well-tuned cams.
Luis had mentioned that he wanted to certify the RCT engine
At first glance - just another 964. for US emissions and, after some discussion, we came to an
agreement that I would buy a US car and it would be
converted to RCT specs for the US emissions certification
process. I decided that I wanted the lighter weight and the
narrow body (for its aerodynamic benefits) of an RS America.
Selecting the right car.
After I returned from Germany at Christmas in '93, I bought the RSA here in Chicago where I had a choice of
three or four. I selected one with air conditioning, an Alpine single CD player, limited slip differential but no
sunroof. I started on the “conversion” process in early spring 1994 (on one of only 84 1994 RSAs made) with
the things I was able to do myself - such as fitment of the “big red” turbo brakes and the 18” RUF wheels and
the modifications to the suspension.
Within the next few months, Luis shipped three crates full of parts over from Germany and in the fall of '94 he
sent one of his mechanics over to do the rest of the transformation including converting the transmission to a
six speed.
I was able to use a friend's automotive shop in a suburb of Chicago, which helped significantly as it meant we
had full use of lifts and so forth. The actual shop conversion took a total of about two weeks, but part of that
time was a delay due to the fact that the wrong differential ring and pinion had been sent and we had to wait for
the correct one to arrive.
Reasons to convert.
The RCT is easy to drive, quick, responsive, flexible, driveable anywhere at any rpm. Owning a car converted
to RUF specifications puts you in a pretty exclusive group. Most people do not know what a RUF RCT is and
are amazed by the cars performance. Even among Porsche owners and fans, many people don't know what an
RCT is, and some mistakenly consider RUF to be a tuning company that specializes in tuning Porsches. Quite
the contrary, the RUF company is recognized internationally as an independent manufacturer of sports cars.
They will gladly convert your Porsche into one of their models, but new cars built by them not only have
significantly higher performance, they have their own Vin# and are without question definitely not Porsches.
So the RCT is different, but just how different is it from the stock RSA?
Analysis of the above proves conclusively that RCT > RSA
The RCT has exceptional driving characteristics particularly in the mid-range from 1500 to 5500 rpm. You can
see in the torque curve below that at 2500 rpm it actually has more torque than the 3.8L BTR! The RCT's
compressor/turbine combination is such that you have some boost on the throttle plate even at low rpm - which
gives essentially instant response. Once again, compare the torque curve with other models such as a stock 964
C2 3.6L, a stock 993 C2 3.6L and the 993 based RUF BTR.
You do lose out somewhat to the BTR at higher rpm but, in the words of Luis Ruf,
“..... it is not the top speed that is fun, it is the acceleration between 30 mph and 150 mph that is wonderful.”
Torque curves for Porsche 964-C2 / Porsche 993-C2 / RUF RCT and RUF BTR.
The following table shows the (significant) differences between the two cars.
RS America Vs RUF RCT
RS America RUF RCT
Engine displacement 100 x 76.4 = Engine displacement SAME - 3.6
3.6 Liters Liters
Two sparkplugs per cylinder Two sparkplugs per cylinder
Compression ratio - 11.3 Compression ratio - 8.5
Bosch Motronic Fuel Injection Special Motronic Fuel Injection
Standard Bosch Fuel Injectors Bosch Increased flow Fuel Injectors
Turbocharged with 9” x 20” x 4”
Normally aspirated Intercooler
and 0.77 bar boost
Emissions controlled by catalytic Emissions controlled by catalytic
converter converter
Single oil cooler in right front Additional Aux oil cooler left front
fender fender
bhp - 247 @ 6,100 rpm bhp - 385 @ 5,800 rpm
Torque - 247 ft-lb @ 4,800 rpm Torque - 395 ft-lb @ 4,500 rpm
Transmission
5 speed 6 speed
Differential - 3.333 with limited slip Differential - 3.444 with limited slip
1st = 3.500 : 1 1st = 3.154 : 1
2nd = 2.058 : 1 2nd = 2.058 : 1
3rd = 1.409 : 1 3rd = 1.409 : 1
4th = 1.090 : 1 4th = 1.074 : 1
5th = 0.87 : 1 5th = 0.86 : 1
N/A 6th = 0.718 : 1
Wheels & Tires
Front wheels 17” dia. x 7” wide Front wheels 18” dia. x 8.5” wide
Tires 205/50ZR-17 Tires 235/40ZR-18
Rear wheels 17” dia. x 8” wide Rear wheels 18” dia. x 9.5” wide
Tires 255/40ZR-17 Tires 265/35ZR-18
Brakes
Stock 964 C2 3.6 Turbo “big reds”
Suspension
Front Anti-swaybar - 22mm stiffer
Front Anti-swaybar - 22mm
design
Rear Anti-swaybar - 22mm stiffer
Rear Anti-swaybar - 20mm
design
Front springs - stock 964 Front springs - RUF custom design
Rear springs - Turbo 965
Rear springs - RUF custom design
Progressively wound
Shock absorbers - RUF Custom
Shock absorbers - stock 964 F&R
F&R
Spoilers
Front - none Front - RUF lip spoiler
Rear - whale tail Rear - Turbo whale tail
Curb weight
2,954 lb 3,071 lb
Performance
0 - 60mph 5.4 sec 0 - 60mph 4.1 sec
Top speed 164mph Top speed 193mph
Performance Testing.
In April 1996, I was asked if I would loan the RCT to a reputable motoring magazine in order for them to perform a
road test and write an associated article.
If you are ever asked this question and you decide to go ahead, I would like to offer you some advice.
DO NOT watch while they do performance tests on your car!!!
People side-stepping the clutch at 4500 rpm with the throttle wide open time after time - in your car - is not really
something you want to witness - unless you like to hear and see the clutch and tires experiencing about a years worth
of wear in ten or fifteen minutes. If the tester feels during a particular maximum performance run that the rpm may
have dropped too low, then he simply does it all over again starting at 5000 rpm until he's convinced that he has the
best result.
After my car had been tested, the inner edges of my rear tires were down to the cords - which I didn't notice because I
couldn't see the inner edges of the tires from behind the car. The first sign that all was not well was when the left rear
tire went down on my drive home.
When I checked the right rear tire, I found that it wouldn't have made more than another few hundred miles either. If
you're ever bored or just like to accept a challenge, try to find two 18-inch tires in northern Florida on a Sunday.
Fortunately, a friend from near Palm Beach found some rims complete with tires and drove up to where I was in
northern Florida. On Monday we took the car to Brumos in Jacksonville to change the tires, but even they said they
couldn't get 18-inch tires in less than 24 to 36 hours.
Below is one page of the test notes detailing various aspects of the RCT's performance. Note the acceleration times
and the comment on brake fade.
Test notes detailing the RCT's performance. Including acceleration times.
Below is the 1997 Car and Driver article on the RCT.
Q and A.
Keith V: Have you owned Porsches before your RS America/RCT? If so, how many?
Bob W: Too many! Actually, I have never really counted and I am not about to now. I can say I have had five
356's including an Abarth Carrera GTL, one of the “plastic” Porsche race cars - the 906 .... well, you get the
idea.
Keith V: Is this the first RUF you have owned?
Bob W: Yes, and it may well be the last because I like it so much. The only thing I should have done was to
have power steering installed since it is hard for my wife to drive at low speeds with the 18” wheels and tires. I
may still do that.
The reason the stock RSA whaletail was not used becomes glaringly obvious as soon as you open the rear deck
lid.
Keith V: Roughly how many miles are on the car?
Bob W: We have 60,000 miles on the car since the RCT conversion.
Keith V: What do you use the car for primarily?
Bob W: We use the car as a highway car. It has been to every PCA Parade since 1994 (which was when my
wife said she would not attend another Parade without a/c).
The lightweight 18” dia. by 8.5” wide RUF front wheels display the “big red” brake calipers and cross-drilled
rotors.
Keith V: What do you feel are the best traits/characteristics about the RCT?
Bob W: It is easy to drive, very responsive and fast enough (190+)...... what more could you want! As I said
earlier, the RCT engine is like having a strong small block V8 with great cams. Additionally, on the highway, I
get as good or better gas mileage as I did before the conversion - which is typically 27 mpg when cruising at
around 80 mph!
Keith V: Do you have to get it serviced/maintained at a special shop? Are there peculiarities of ownership?
Bob W: I do all the maintenance myself. Other than the required valve adjustment at 10,000 to 15,000 miles
there is nothing that is unusual. Except, of course, that it takes several hours to get to the valves to do the
adjustment, that is, several hours to take everything off (intercooler, turbo, etc.) and an additional several hours
to put everything back on.
Engine access is significantly limited by the Turbo's intercooler. Also note the twin exhausts.
Keith V: Have you ever driven another car that is similar?
Bob W: Yes, including most everything RUF (as mentioned above). A story comes to mind which addresses
this question. I remember I was driving a RUF 3.8 BTR (about 425 HP., narrow body, etc.) in Germany and
stopped to visit Helmuth Bott (a long time friend and V.P. of Porsche Research & Development at the time) and
he said “Why don't we go for a test drive with the BTR and I'll bring my 959?”
So, sure enough, we headed out and during the test drive we switched back and forth between cars. The reason
for mentioning this is that at one point I recall Helmuth was in front of me in the 3.8 BTR on the autobahn
heading South toward Constanz. I was doing an indicated 185 mph in the 959 and he started accelerating, so I
put my foot flat “in it” and Helmuth in the 3.8 BTR was rapidly pulling away from me!
Now THAT is what I call performance!
Keith V: Have you ever driven your RCT on a race track?
Bob W: Yes, at places like Brainerd International Raceway MN, where I remember being on the 3/4 mile
straight and seeing the speedo indicating 170mph and still climbing. However, in my opinion, the RCT is not
really a track car because at 3071 lbs. it is simply too heavy. On the other hand, my 2.7L Carrera RS, which
weighs in at 2250 lbs. and has around 230 bhp, is a really GREAT track car. You can use the RCT on a
racetrack but it is just too heavy to get the type of handling response I would like.
The RUF front Lip spoiler reduces front end lift and ensures front end stability at speed.
Keith V: Were there many problems getting the car federalized to be registered in the US?
Bob W: No there were no problems because federalization is not required for conversions. As Luis Ruf is
legally considered a manufacturer by both the US and German governments, in the end we didn't have to take
the car to the EPA for Luis to certify the engine. The engine was certified in the US under the so called
“family” rule. That is the 3.8 liter BTR had previously been certified, and the EPA therefore considered the 3.6
the same engine family.
Keith V: What would you trade your RCT for - if anything?
Bob W: I would not trade it! I have had it for 12 years and not too many cars can come close to its
performance, even today. What's the difference between 0-60 in 4.1 sec. and 3.9 sec. (and how many people
have ever done either)? As I quoted Luis above, it is the 30 mph to 150 mph acceleration that's fun and that is
where the narrow body car really makes it look easy. Even after 60K miles, I still would not exchange it for
anything else.
The rear quarter is dominated by the RUF 18” dia. by 9.5” wide rear wheels with 265/35 Michelin Pilot Sport
tires.
Keith V: How would you sum up your feelings toward your RCT?
Bob W: It is just a truly great car!!!!
RUF facilities in the USA
RUF now have a facility here in the US in the Dallas TX area, and I'm sure that they'd be more than happy to
convert your RSA into their latest version of the RCT - which is called the RCT Evo and has a further 40 bhp
for a total of 425 bhp and around 420 ft-lbs of torque.
To view the RUF USA website select [Link]
If you're interested in seeing the list of conversion accessories in the RUF parts program for the 964, and would
like to get a general idea of their respective prices, click here.
In conclusion
I want to thank Bob W of IL for agreeing to put this article together (although I'm not sure he realized quite
what he was getting into) and for his patience in answering my barrage of questions.
I can think of very few people who can understand and appreciate an RCT from initial concept to final
execution as completely as Bob W of IL.
When I consider Bob and his RCT, I can't help thinking that they are a well matched pair ..... I'd even go so far
as to say ... they deserve each other!
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Last Modified 01/26/2021 06:56:33