For many, the Paul Walker story is one of tragedy and loss – it was a senseless death of a movie star and his friend, or if you’re quite cold it was a senseless death of a Carrera GT. But recently I was watching a Formula 1 documentary talking about Francois Cevert, killed in qualifying at Watkins Glen in 1973. One of the drivers mentioned how then team owner Bernie Ecclestone asked why he was upset, to which the driver replied that Cevert was dead, of course. Ecclestone’s reply was that Cevert, right up to the moment that he died, was doing exactly what he loved to do – as were Senna, McLaren, Clark – indeed, every driver that has died in racing was doing exactly what they loved to do at the moment they perished. If there can be any moment of solace in the feelings of loss, it is that. You could dislike Paul Walker’s movies, but you can’t deny that he was at heart a true automobile enthusiast. When the Fast and Furious franchise first started, initially I really disliked the movies. I didn’t feel as though they accurately portrayed…well, anything, really. But my initial feelings have softened over the years as I both realized the place of the movies in automobile entertainment; after all, they weren’t documentaries. Further, I have to say that if someone came to me and said I’d be in a series of semi-corny automobile movies for multiple millions of dollars so that I could pursue my interests, I’d be hard pressed to say no and take the moral “higher ground” on the basis that I didn’t like the artistic license of the movie series. Paul Walker ended up being one of the stars of the Fast series, and as a result assembled quite a collection of memorable automobiles – one of which is a German car favorite and for sale today:
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Long before the E36 even debuted, the Porsche 944 was deeply entrenched in the track scene. From weekend warrior autocrosses to full out Le Mans endurance racing, the 944 touched all aspects of motorsports, and in many cases won. While the roots were in a economy sports car, the 944 Turbo took well to supercar slaying – massive flares hiding brakes borrowed from its brethren and boosted performance from the all-Porsche turbocharged 2.5 inline-4. With near perfect weight distribution, these Turbos were relatively easy to drive and accepted high levels of modifications well. Into the 1990s, the continued to be favorites at track events – and today, even nearly 30 years later, they’re still potent packages capable of winning club races. Today I have three different takes on the 944 Turbo; modified but still streetable track event car, stripped and turned up club racer, and a collectable bit of Porsche racing history with a Turbo Cup car in original configuration. Which is your flavor?
CLICK FOR DETAILS: 1986 Porsche 944 Turbo on eBay
Oh, where do we start here? You shouldn’t be surprised that Sir Mix-A-Lot has a wide body, huge bespoilered Porsche 911 Turbo that’s purple; after all, he did tell you he “likes big butts”, and this Porsche’s got back. Rap stars from the 1990s really moved into a new realm of bling; West Coast saw the destruction through twist-and-bounce of countless classic 1960s cars, but rappers like Sir Mix-A-Lot moved into new territory, taking brand new “whips” and modifying them. But the self-proclaimed “Mack Daddy”‘s modern-day pimp style didn’t follow traditional trends of giant America sleds with fuzzy dice; the Sir liked European metal – including this turned up 911 Turbo Convertible Slantnose:
CLICK FOR DETAILS: 1984 Porsche 911 Turbo Convertible Slantnose Gemballa on eBay
While most of the headlines of Porsches wins in the 1970s and 1980s focused on the top of the heap prototype victories of the legendary 917 and 956/962s, in the background Porsche ran several very successful production-based racers. I’ve spent several posts showing mid-1970s RSR replicas, all based around the normally aspirated 934 – a racing evolution of the 911. But Porsche went even more extreme in the mid-1970s with the introduction of the 935. Outside of the 917-956 gap and very successful 936 open-cockpit prototype, the car to have in those years if you wanted to win was the 935. Initially developed as effectively a turbocharged 934, the 935 developed a life of its own – stretching the rules to the extreme with some of the most memorable racers like the one race only “Baby” and monstrous winged silhouette “Moby Dick”. There were many 935s made in seemingly endless configurations, but the 935/77s are probably the most remembered. They took a loophole in the rules that failed to specify that on “stock” cars the headlights needed to remain in their original configuration and turned it into an aerodynamic advantage; creating both a design that was more aerodynamic and assisted in cooling and downforce.
Ultimately, the 935s proved nearly unbeatable and many were raced and modified over their life. When the factory moved on to bigger and better projects, privateers such as Joest and Kremer picked up the reigns and ran with the developments. As such, the Kremer K3 and K4 were the highest developed 935s and many racing fans from the 1980s remember the turbocharged monsters spitting flames doing lurid powerslides, their 700-800 horsepower barely tamed by the 956 spec slicks in the rear. While barely recognizable as a stock 911 (the doors are about the only giveaway), the 935 cut its own course through history and is revered by both Porsche and racing fans alike. Today there is a well traveled and rare to see 935 for sale in Germany:
Model: 935 K3
Engine: 3.0 liter twin-turbocharged flat-6
Transmission: 4-speed manual
Mileage: N/A mi
Price: If you have to ask….
CLICK FOR DETAILS: 1977 Porsche 935 K3 on JanLuehn.com
1977 Porsche 935
Factory delivered 935 in K3 spec
930 770 0907
Factory built 935 • fully documented history from day one • great international racing history • ideal for Le Mans Classic, CER and more
Even though Porsche was dominating GT racing in the second half of the 1970s with the 935, the Kremer brothers believed that they could improve the factory built racing cars. Manfred and Erwin Kremer ran a Porsche dealership and in their spare time Erwin successfully raced Porsches prepared by Manfred. From 1977 Manfred stepped up and started to extensively modify the racing cars. In 1978 the Kremer built 935 K2 formed a worthy adversary for the regular 935s, scoring several victories. Another winter of development turned Kremer’s 935 into a world class racing car.
Manfred Kremer’s main focus was on shedding weight. That was one of the main reasons to replace the factory fitted air-to-water intercooler with an air-to-air intercooler. This also eliminated the risk of leaks in the cooling the system. The three litre flat six engine was carried over from the factory built 935s, although in later years a slightly larger 3.2 litre engine was also offered. Depending on the boost level the twin-Turbocharged engine was good for anywhere between 740 bhp and 800 bhp. Power was transferred to the rear wheels through a four speed manual gearbox.
Other improvements included the relocation of the oil cooler and the fuel tank. For ease of maintenance and to enable quick repairs the mounting system of the engine was extensively revised. The shape of the body was also slightly revised adopting the shape of the Porsche Works cars and also the lessons learned in the previous two seasons. Most panels were replaced by high tech composite examples, which alone already sliced 30 kg off the weight. Kremer told legendary journalist Paul Frere that the car incorporated over 100 changes, which made it around 1% more efficient. It does not sound like much, but over a race distance can really make a difference.
Dubbed the Porsche 935 K3, the new racing car was ready in time for the 1979 Zolder round of the German Sportscar Championship. The young and very talented Klaus Ludwig drove the car to a convincing debut victory, beating a colourful field packed with Porsche built 935s. He continued his good form throughout the season, winning a staggering 11 races out of a possible 12. At the Nürburgring he set a lap time of 7.33, which was fast enough to qualify for the last F1 race held on the Nordschleife. Ludwig also headlined the Kremer Le Mans effort and piloted the K3 to its biggest victory together with brothers Don and Bill Whittingdon. It was the first Le Mans win for a real production car based machine, a feat repeated again in 1995 by the McLaren F1.
Porsche completed the last complete 935s in 1979, but continued to supply third parties like Kremer with plenty of parts. The great successes of 1979 sparked much interest and Kremer started to offer complete 935 K3s as well as kits to convert existing 934s and 935s. Manfred Kremer also continued developing the K3 and for 1980 the biggest improvement was a revised body that closely resembled the unique 935/78 ‘Moby Dick’ raced by the Works team in 1978. In the following years Porsche 935 K3s were raced with great success on both sides of the Atlantic. Particularly in the North American IMSA championship the high sprung Kremer Porsches showed their worth by winning many races and the 1980 championship.
Although based on a production road car, the various 935s continued to be competitive even after a new generation of prototype sports racers made their appearance. Kremer anticipated the increased competition by developing the 935 K4. Outwardly similar to the previous cars, it was an altogether different machine. Only the roof and windscreen were carried over from the production car as the unitary steel chassis was replaced by a much lighter and more rigid space frame. The engine was further developed to produce up to 900 bhp. Unfortunately the Kremer brothers had pushed the boundaries a little too far and the K4 suffered often from reliability problems and only managed to win the odd minor race.
Between 1979 and 1981, the 935 K3 scored overall victories at Le Mans, Sebring, Daytona and on the Nürburgring. It must be said that in the late 1970s and early 1980s the interest of manufacturers in sports car racing was at an all time low and the only real competition the K3 faced came from other 935s and the ill-mannered Ferrari 512 BBLM. Nevertheless, the 935 K3 is well placed among the most legendary racing cars and its raw performance is still nothing but awe inspiring.
Specific history of this car:
The car we offer here with chassis number 930 770 0907, was delivered new in 1977 as a single-turbo by the factory to Mr Brambring in Germany. Brambring immediately entered the car in the German DRM championship as well as at prestigious international events, sharing the car with some of the finest German sports car drivers.
13.03.1977 #54 DRM Zolder / Neuhaus 3rd
27.03.1977 #54 Nürburgring Gr5 / Mass 1st
27.03.1977 #54 300km of Nürburgring / Mass 4th
01.05.1977 #54 DRM Nürburgring / Neuhaus 3rd
08.05.1977 #54 DRM Kassel Calden / Neuhaus 3rd
22.05.1977 #54 Mainz Finthen / Neuhaus 5th
29.05.1977 #54 Nürburgring / Krebs, Neuhaus – dnf
03.07.1977 #54 DRM Norisring 200km of Nürnberg/ Neuhaus
03.07.1977 #54 Norisring Trophäe/ Neuhaus
The car was then sold to Franz Konrad, Germany.
Franz Konrad Racing – Volkert Merl, Franz Konrad, Reinhold Joest, Bob Wollek
24.07.1977 #58 DRM Diepholz / Konrad 6th
30.07.1977 #55 DRM Hockenheim / Konrad 6th
14.08.1977 #58 DRM Zolder / Konrad 3rd
28.08.1977 #94 Nürburgring Gr5 / Konrad 1st
25.09.1977 #3 Brand Hatch 6hrs / Jöst, Wollek, Konrad 3rd
02.10.1977 #58 DRM Nürburgring Supersprint / Konrad 6th
09.10.1977 #15 6h Hockenheim / Konrad, Jöst 4th
16.10.1977 #54 Zolder Trophy/ Konrad 2nd
05.02.1978 #21 24h of Daytona / Konrad, Jöst, Merl 13th
After the 24 hours of Daytona the car was sold to Volkert Merl, Germany.
12.03.1978 #16 DRM Zolder / Merl 7th
02.04.1978 #16 300KM Nürburgring / Merl 7th
30.04.1978 #16 DRM Eifelrennen NRM / Merl 6th
14.05.1978 #12 Silverstone 6hrs / Konrad, Merl -dnf
21.05.1978 #16 DRM Avus / Merl – dnf
28.05.1978 #12 1.000km NRM ADAC /Schreiber, Merl, Konrad 4th
11.06.1978 #42 24 hours of Le Mans / Konrad, Merl – dna
18.06.1978 #16 DRM Mainz Finthen / Merl – accident
02.07.1978 #16 DRM Zandvort / Merl 5th
In 1980 the car was sold by Merl to Joest Racing.
Joest then upgraded the car to 935 K3 specification and sold it to Wolfgang Rupp, Geilenkirchen, Germany.
05.07.1987 Joisten Trophy/ Wolfgang Rupp 5th
27.09.1987 Grenzlandpreis Zolder / Wolfgang Rupp 6th
25.10.1987 #9 Rundstreckenrennen Nürburgring / W. Rupp 1st
In 1996 Rolf Pütz purchased the car from the family of Wolfgang Rupp, who sadly died in a motorcycle accident in 1995.
05.08.2000 #20 Group C Nürburgring / Pütz, Blees 14th
12.02.2001 #12 Group C Nürburgring / Pütz, Blees 1st
In 2002 the active racing career of 0907 finished and the car was sold to a private German collector who had the car on display in his museum until 2013.
Today the car is presented in very original condition, still with its first chassis. The car comes with a correct 935 engine (horizontal fan) and gearbox, now in its latest 935 K3 bodywork. With the car comes a sensational history file which documents the car fro day one! Apart from the Wagenpass and FIA papers there is lots of documentation from the Porsche factory, as well as period correspondence, original racing photos, service records and much more.
This is a great opportunity to purchase a very fine and original factory supplied Porsche 935.
Originally in 935/77 spec, this car outwardly has been updated to the K3 look and some running gear but retains the earlier twin-turbo 3.0 flat six – an interesting choice, since the twin-turbos weren’t as reliable as the single turbos were. The look is incredible; the BBS turbofans are my favorite look on these cars and the color combination is spectacular. The history is equally incredible and features some pretty big names in the list. The price on these car is quite steep to both purchase and run; figure multiple thousands of dollars to run the car a weekend at a minimum, and best guess on the entry price is a million plus. At that price, it will remain a dream car for nearly everyone – but what a car to dream of!
I have to admit, I got pretty excited when we first started talking about V8 week. There are so many different cars to choose from; but, it makes “Motorsport Monday” a bit more difficult. “Why”, you say? Well, it turns out that even though most of the marques we feature use V8s in their road cars, not that many of them use them to race with. Finding an Audi DTM V8 Quattro would have been my preferred method of solving this problem, but there just aren’t that many out there for sale. The Mercedes SLS AMG GT3s and Audi R8 GT ALMSs are still a bit too new to come up on the used market, and that really only leaves one option: The BMW M3 V8. Well, at least, that’s what you would think, though the reality is that calling these Turner M3s “M3″ is a bit of a stretch. Tube frame, carbon fiber bodied, M5 powered race cars that look like M3s, sure, but the reality is that these cars share only some dimensions with your road going E9x. Still, since this isn’t “M3″ week, but “V8″ week, I think we’ll allow them – and besides, for the asking price, you get two!
Engine: 5.0 liter V8
Transmission: 6-speed semi-automatic
Mileage: N/A mi
CLICK FOR DETAILS: 2011 E92 M3 Rolex GT Race Team at Turner Motorsports
FOR SALE: Turner Motorsport Riley Chassis GT Class M3s
The No. 93 and 94 Rolex GT M3 are for sale. Riley tube frame chassis / M3 carbon body race cars highly competitive (7 class victories) in the GT Rolex class and are legal (with a few modifications) to run in the Rolex GT-D cars in 2014. We have invested over 1.6 million into these cars over the last couple years. Priced to sell $450,000/both (with enough spares to run them for many races !)
Past Drivers / Alternates:
Boris Said, Bill Auberlen, Billy Johnson, Maxime Martin, Andy Priaulx, Dirk Werner, Dirk Müller, Jörg Müller, Pedro Lamy
Chassis: Riley Technologies Mk XVI GT tube-frame
Layout: front engine – rear wheel drive
Body: carbon fiber based on BMW E92 M3 with 1″ Fender flares all around
Weight: Aprox 2600lbs w/o ballast.
Engine: BMW S62 V8
Engine Management Bosch Motorsport
Emco Transaxel w/ Paddle shifters. No lift shift and Automatic blip on downshift.
Front upper and lower wishbones
Penske coil over damper
driver-adjustable sway bar
Front Alcon 4-piston calipers
Rear Alcon 4-piston calipers
Wheels & Tires
Front Forgeline 3-piece
Rear Forgeline 3-piece
Price includes both cars and all spares. Please email email@example.com for more information. Serious Inquiries only.
If you’re a fan of Rolex GT or Continental Sports Car racing and a BMW fan, you’ve really enjoyed Turner’s fight against the seemingly overwhelming competition in BMW M3s. I believe I’m correct that these cars have been the most successful M3s over here since the days of the PTG E36 M3s. Tune in to any race they’ve been in and you’re guaranteed to see Auberlen sliding these cars around the way few can, pushing the limits of what he’s been given – and often ending up on the podium. But for Turner the times and rules have changed and they’re moving on, leaving us with not one, but two of their well developed Riley tube frame race cars to purchase. Turner claims 1.6 million invested, and watching the performance over the years, that number is pretty believable. Racing ain’t cheap. But, as we’ve seen in Motorsport Monday features, buying someone else’s old race cars can save you a bundle of money.
That’s not without it’s issues, as again if you’ve been following Turner’s races, you’ve witnessed these cars “trading paint” with some of their competitors, bounce through gravel traps, and fly through the air at inopportune and unexpected times. Despite this, they are simply the best developed “M3″s that you can buy right now. A veritable who’s who of sports car racing has piloted these two cars. They were no expense spared, best parts out there builds. The M5-derived S62 powerplant has proven reliable enough to run in the Daytona Prototype category. Brakes, suspension, wheels, aero, electronics and transmissions are all state of the art. It’s noted that these cars will be eligible for the new rule set with modification, but the future owner would also be able to qualify for other series as well – including BMWCCA racing, NASA, and in the future some vintage race events. Turner has given BMW fans, German car fans in general, and Motorsports fans something special with their run in these cars and watching them has truly been magic.
On a side note, I was also pretty excited as to how many categories these two race cars qualified for – at six individual categories, I may have just set a GCFSB.com record. I also have a special connection to Turner; when I was about 14 years old, Will gave me one of my first rides on the track way back when he was an instructor with the BMW club running a then not-very modified E30 M3. It’s really neat to see how far he’s been able to come! Now, grab your 1/2 million dollars and go set some records of your own by owning these great pieces of history!