Despite the advent of exclusive luxury sale sites like Jameslist, the near-omnipresence of Craigslist now attracts the highest end in addition the lowest, which explains the smattering of Ferraris, Lamborghinis, and occasional Bugatti. Today’s find (thanks to Jalopnik) exceeds even the Veyron in terms of rarity. A mere 226 Porsche 959s were made, and only 29 had the Sport package present on this car (roll cage, race seats and suspension). I won’t recount here the myriad ways in which the 959 is awesome, but if you don’t know, you have some very exciting research to catch up on.
Canepa Design deserves thanks from all Porsche lovers for helping get 959s street legal in the US after many years of sketchy gray-market status. They’ve also apparently upgraded this already-nuts 959S:
Phase I Engine Upgrade
An extensive engineering and development process included a new engine management system and converting the factory sequential turbo system with a Garrett Air Research twin turbo system. Upgraded fuel system, EGR, modern engine management system, F1 technology engine wiring harnesses, high output ignition system, upgraded alternator charge system and battery module, air pumps and air regulator valves, spark plugs, idle control valve, sensors, connectors, harness shielding, switches, adapters, hardware, etc. (369 components in all.) A complete new stainless steel exhaust system with dual stainless Porsche factory catalytics are utilized.
Canepa Design has re-engineered the factory wheels and developed a new bead design and modification which allows the installation of today’s state-of-the-art high performance ‘Z’ rated radial tires. Additional benefits include greatly improved handling and grip and an overall improved appearance.
Additional Canepa Upgrades
• Upgraded suspension incorporating Canepa Design’s gas strut design and titanium coil-over springs.
• Modified clutch system to improve pedal feel and actuation. This includes an improved pressure plate, disc, and modified clutch pedal assembly.
• “Werks I” Steering Wheel.
• 220MPH VDO speedometer.
• HID headlamp conversion.
• Custom Canepa Design floor mats.
• Custom fit car cover.
Not too shabby. I truly believe the 959 is one of the most pants-crappingly awesome cars ever built, and this example is epic. If you’re looking for the ultimate Porsche, go ahead and skip right past the GT2, Carrera GT, or hell, even the GT1. This is the one to have.
Here is an interesting Porsche 911. A 1976 with a 993 turbo body kit and a built 350 Chevy stuffed in the back. Perhaps stuffed is not the right word as it doesn’t do justice to the amount of quality work that appears on this vehicle. Judging from the description the seller seems to be a straight shooter, which I like to see in car listings.
This car has a lot of time and parts put into it. The list of modifications is well done, purposeful, without being over the top. The seller claims there is 243 hours worth of work in the paint and body work alone. With 350+ horsepower and weighing only 2550 pounds it is good thing it has a full cage.
This car does look like serious fun and it will be one of a kind.
Here is the list of equipment:
Body: European 993 Turbo S body kit. Correct details down to the left hand wiper conversion. Need I say more?
Electrical: Early Porsches are not known for electrical engineering excellence. That is why I rewired the whole car with a modern Painless Performance racing fuse block using standard ATC type fuses. Everything is fused and I have even installed a Flaming River cut-off switch. Don’t forget the aircraft style starter switch…nothing but the best.
Interior: The interior was stripped down to bare metal (floor pans were perfect) and then sealed with a truck bed liner. Lightweight custom aircraft grade door panels covered in black leather with “Porsche” embossed. Did I mention the guy who has done interiors for Jay Leno did this interior? Race seats, 5-point harnesses, SCCA roll cage, and RS style pulls is just the start.
Stereo: You should be listening to the glorious sounds of V8 torque behind you. If not, a Sony CD player with auxillary input (think IPOD, or SAT radio) with 280 watts should suffice.
Engine: Race bred Corvette 350 V8 with a healthy cam. Blueprinted, balanced, forged crankshaft & connecting rods, and even painted to match the car. MSD racing ignition system, rev limiter, FlowMaster 40’s, Custom headers, everything Jet Hot coated to the tips in chrome.
Drivetrain: This is what separates the men from the boys. I have a Renegade Hybrids 915 racing 5-speed transmission with the sought after 8:31 ring and pinion. But wait, it gets better… It is a true MAGNESIUM cased tranny with solid Billet inserts and modifications. Only 100 pounds dry! (I know, I shipped it out Fed Ex) The engine is only running 350+ HP and 375+ Torque. This tranny is built to take 450 HP+. Extra tall 1st and 5th gears, 930 bearings, and 930 diff. cover. It has been purpose built from the start with one thing in mind: put the horsies to the pavement! Wevo short shift kit, Redline Fluid and topped off with a chrome Porsche shift knob.
Clutch you ask? Why sure – it is a KEVLAR clutch and custom pressure plate. Why Kevlar? It simply is the best. It takes a long time to break in (500 miles) and must be done carefully. Trust me, after the coin I dropped, it was broken in by the book and you will enjoy my restraint for years to come.
How do you stop such a beast? I was hoping you would ask. I installed a complete Boxer Motorsports racing brake kit. This is often referred to a “Big Red” brake kit. The rotors and pads are actually common racing “Outlaw” and “Hawk” parts – easily sourced, if needed. I also rebuilt the master cylinder and upgraded to stainless steel brake lines. It wouldn’t be complete without the ATE Super Blue racing fluid. I was convince I would need a brake “bias adjuster” to properly set up my car. However, the system was so perfect right out of the box that it was not needed. During the prescribed break-in ritual for the brakes, I performed numerous hard stops, terrified my neighbors, and then returned home to shoot rotor temps with a laser thermometer – 250 degrees. They were not even breaking a sweat. The brakes are simply one of the most gratifying aspects of this car.
Suspension: Since the V8 is actually 50 POUNDS LIGHTER than a 930 turbo motor, I was forced to modify the suspension. The 30mm hollow core racing torsion bars held the car too high. Solution = more racing components. Each corner of the car is fully adjustable. It is currently set at 20% lower than European ride height. Did I mention the car only weighs 2550 pounds? It has the power to weight ratio of a rocket. All new polygraphite bushings, tie rods, ball joints, front strut brace, bump steer kit as well as any other component that can be replaced. The Porsche dealer then spent SIX hours aligning the car to my specs – and I was there the whole time. The car handles absolutely fantastic with instant feedback. Want to hang the tail out – no problem. Flip the car around a corner – yes. It stays flat, level, and begs for more. You will become a better driver just by testing this car.
Wheels & Tires: The wheels and tires you see are BRAND NEW with ZERO miles. I had some comments on my old wheels (see video link). To show everyone that this is truly a “no holds barred, cost no object project” I bought all new 19″ rims AND tires. They are mounted, balanced, and FILLED WITH NITROGEN. The STICKERS ARE STILL ON THEM…for now. I may take the car out and put a few miles on them. However, I have averaged less than 500 miles a year, so don’t expect many miles, if any.
Protection: Ah yes, you want to come back to the car where you parked it. No worries here – there is a fully functioning FM remote paging alarm with a ridiculous range and a full vehicle display.
The seller even includes a video of the car so you can hear it fire up. The idle is pretty lumpy you can tell it has a hot cam.
The seller is looking for $45,000 plus, and I find this hilarious, a 12 pack of Rolling Rock “to help drown my sorrows when you peel out of my driveway and I never see her again!”
Flying the Gulf colors, this vintage racer’s paint almost looks too clean to take to the track.
The car comes with known history back to 1965 and $136,000 in receipts. The blueprinted engine has less than an hour on its current build. The Solex carbs and JE pistons setup has the engine bumping out 171 horsepower.
As the owner says, with all the history the car has racing it should be well sorted and the documentation should help keep that way.
Yesterday we looked at 1974 914 with the 911SC 3.0 motor in it. Today, we look at a 1974 911 with the 911SC 3.0 motor in it. Despite the same year and motor swap, this 911 RS strikes a completely different chord than the 914. The 914 was a mellow monster, with its unique shape and clean but subtle black theme. This 911 is about as loud as you can get. Velocity Yellow paint, 930 turbo flares, ducktail spoiler, and late-model Turbo Twist wheels scream that this is fast, mean, and unmistakably Porsche.
I prefer the black Fuchs and the long exhaust pipes seem like they’ll break off on a steep driveway, but this is a gorgeous car. It’s obviously not a real RS (my 70s 911 variant knowledge is a work in progress so please feel free to help me out in the comments), but it’s a great conversion that looks the part inside and out and I’m sure is a blast to drive.
I tried to buy a 914 when I was 15 years old as a project car. Great plan, until my parents found out. Still, the dream of a street legal go-kart persists. Usually my dreams focus around cheap non-Porsche engine swaps, as most 914s leave a bit to be desired in the power department. Going the high class route would be doing a sweet swap with a more fortified Porsche engine, which is what we’ve found today. The list of enhancements is exhaustive; I’ll leave it to the seller’s words:
Body- Body completing stripped, fenders reworked, acid etch primed and painted DuPont Chroma Black. The job included both front and rear trunks, engine bay with engine removed and door jams. The cost for this work was over $10,000 in 1993.
Suspension and Drive train-
Frame strengthened through welding, 88 Carrera front suspension, Carrera torsion bars, new front struts, 911S front calipers, 19mm master cylinder, turbo tie rods, 16’ 911 hubs, Automotion front and rear bushings, Otto’s rear hub kit with 911 rear hubs and 914-6 stub axles, Ted Hulse rear shocks, 165lb progressive rear springs, GPR through frame rear sway bar, 16×6 front and 16×7 rear refinished Fuchs alloys.
1981 911SC 3.0 liter motor, Dillavar head studs, heads reworked, 46 IDA PMO carburetors’, GPR Oil tank in right rear fender, DC Automotive 911 engine sheet metal, GT performance flywheel, Patrick Motorsports engine mounts, Permatune ignition, B&B stainless headers (no heat exchangers)
The car had 70,200 miles on it at the start of restoration and currently has 81,700, so it has travelled approximately 11,500 miles since the rebuild.
Exterior: Overall 8.5/10
Paint- DuPont Chroma Black- The paint on this is gorgeous. It has a deep and consistent shine with none of the orange peel they would have come with from new. There are no significant scratches or nicks but it is black so it will show even the slightest of imperfection.
Body- The body is very straight with not a single ding to be noted. There is no evidence that the car has been involved in any type of collision and overall panel fit and gap is very good.
Body Parts- All of the glass is good, the targa top and side sail panels are like new. All of the seals and gaskets and lights are likewise clean and correct. The only items that I think need some attention are the front and rear bumpers and trim. The 1974 914 featured the bumper overiders and the owner removed the overriders but left the holes in the bumpers. To really look great a set of 1973 bumpers should be installed. The top rubber bumper trim is likewise “rippled” and should be replaced as well, which would happen with a bumper swap.
Wheels- The car is sitting on a genuine original set of 16×6 and 16×7 Fuchs Wheels that are perfect, no peeling, no pitting, no curb damage. The tires are mismatched front to rear and while they have plenty of tread are older due to the cars low miles. Since this car offers such extraordinary performance a new set of tires should be fitted.
Rust- As any enthusiast knows rust is the bane of all 914’s. This particular car was completely stripped and treated during the restoration. The only notable rust I have found in on the driver’s side rear quarter panel just above the taillight is starting to bubble. The front and rear trunks looks pristine. The floor pans and jacking points are solid and the “hell hole” appears to be clean. I would welcome any prospective customer to put the car up on the rack because any 914 will have rust if you look hard enough, but this one looks real solid.
Overall the interior I would categorize as a 9.0/10. It is really amazing original condition Seats: The seats are very well preserved. There is just one flaw I could find on the seats, and that is a slight cut on the passenger side bolster now more than 1” in length that hasn’t even split.
Carpet: The carpet is also darn close to perfect, I could find only one slight wear mark on the driver’s side floor close to the e-brake handle.
Dash: The dash pad is like new, no cracks.
Door panels and Headliner: They are all in excellent shape, no wear or sagging.
Electronics and gauges: EVERYTHING on this car works. Including all gauges, climate control fan, stereo, map light, etc. The only item worth noting is that with the B&B exhaust the heat exchangers were bypassed so there is no heat.
Trunk and accessories: Both the front and rear trunks were refinished when the car was restored so they are very clean. An OEM Porsche 993 inflatable spare has been fitted as the original 914 spare would not have worked with the 911 hubs.
$25k is a lot of money for a 914, but, as the seller states, it would probably take twice that to recreate. I really like the thoroughness, as this is not just some engine swap but really an exploration of how awesome the 914 can be. It looks great and has the juice to be a 911-beating handful. Sure, budgeting may keep my 914 swap dreams cheap, but if I had the means, this would be high on my must-have Porsche list.
It’s tough to find anything clean in Brooklyn, NY, these days, especially classic 80’s Porsche’s, however I came across a seemingly well cared for 1983 944 with only 28K miles on the clock for an easy $5,700. It’s been garaged and pampered, which are both tough things to do when living in the tri-state area! Stock wheels look to be in great shape, and the body and plastics all seem to match well, which points to the fact that the sun hasn’t faded the vulnerable front and rear bumpers. Interior is missing some common parts, but the seats and dash look extremely good.
A previous Car and Driver top 10 in 1983, the 944 represents one of nicest handling cars you’ll find from a 80’s vintage sports car. The 944 boasts nearly perfect (50.7 front, 49.3 rear) weight distribution, out-corning nearly all competition from its era. Feedback is good from it’s power steering, and body roll is even, controlled. 0-60 in 8.3 seconds and a top speed of 130 mph, the 944 won’t snap your neck back, but it’s 4-cyl engine with 143 HP will be easy on the gas and last for years to come with proper attention to maintenance.
It seems there is always something to look out for when buying a 27 year old car, however 944’s are pretty durable for the most part. Parts are expensive, but since there were numerous built, they are plentiful. Aftermarket and rebuilt engines and transmissions can be found easily. Clutches and timing belts for the most part are the biggest wear item, and electrical gremlins are to be expected.
Overall, it’s a low cost of entry for a very low mileage, great handling, classic 80’s sports car.
Hi, selling my immaculate all original 1983 Porsche 944. This amazing beauty has been my sunday/weekend driver for many years and was always garaged and maintained. Waxed regularly it is in excellent shape. Just recently brought it from my Great Neck Long Island home to my other place in Brooklyn. ONLY 28k miles, a realy classic/collectible. Look at the pix and judge for yourself. Priced right at $5700 347-403-3399 BOOK VALUE OVER $9,OOO
This is a beautiful white 911. Not your regular 911. Besides being a European Model it has all the bells and whistles. Approximently 300hp. Origional BB Rims. New low profile tires.
Race clutch, Dual stainless steele exhaust. Whale tale. 964 cams. Same as the Turbo. 930 body with wider steele fenders. Just put in a New starter and Battery. Car is Garaged
and not driven much. 85,000 origonal miles. Engine had a total rebuild at 62K. Origonally purchase in 1984 for 50k which includes the shipping. The origonal owner wanted the
turbo look but not the turbo during that era because the Turbo’s had allot of engine problems. Ordered the car from Porsche but made Body Modifications at DP Motor Sports in Germany.
before having it shipped to Seattle. Never wrecked and is in excellent condition. Must see and drive to appreciate. Have all the Paperwork on this car to verify. Thanks
This isn’t the first time we’ve posted a DP modified 911, but this one is a bit more attainable at only $20k. And 85k original miles would be good for a regular run-of-the-mill 84 Carrera, let alone a gray market spec car with DP goodies and BB wheels! I like it and the price seems about right too. Hope it finds a good home!
It’s been said recently that the mid-year 911s (1974-77) will be the next generation of Porsche’s venerable air-cooled masterpiece to really take off in value. By the look of things this very attractive 1974 Carrera is leading the charge!
Model year 1974 rang in many changes for the 911, some well-received, some not so much. The so-called “impact bumper” made its first appearance that year, replacing the more delicate chrome bumpers worn by all previous 911s. Conformity with US crash impact standards required the beefier bumpers, but Porsche master stylist Tony Lapine designed an elegant and attractive solution. Out back, engine capacity was increased from 2.4l to 2.7l in three levels of tune – base 911 with 150bhp and 173lbs/ft torque, 911S (175bhp/174 lbs/ft) and Carrera (210bhp). Unfortunately for Americans the Carrera powerplant (from the famous 1973 Carrera RS) was still not approved for US emissions standards so US Carreras sported the “S” engine.
The car on auction is a “Carrera” albeit with some tasty upgrades, most notably the very desirable sports seats. The transmission is the usual 5-speed, with lower ratios. This may be good or bad, depending on your proposed use for the car. Maybe not so great for highway cruising, but nice around town and at the track with added low-end grunt. This car looks great in Grand Prix White with the buerzel (ducktail) spoiler and Ruf-style front valance. The only thing I’m not feeling is the wheels – they need black centers pronto.
Seller reports he is a long-term (15 years) owner of the car, and that various upgrades have been performed. The most important of these addresses the infamous “camchain tensioner” issue. While the standard upgrade is to change to “Carrera” (i.e. 1984 model year) tensioners, the seller states that the tensioners have been “rebuilt”… further querying required on this. Also, what’s up with the speaker enclosure on the back deck combined with radio delete??
Mid-year 911s have long been the poor relations in the collector Porsche family. While “longhoods” (1964-73.5) and especially short-wheelbase (1964-68) cars have skyrocketed in value of late, the 1974-77 models have lagged. Whether the reason was their (marginally) poorer performance, slightly increased weight, impact-bumper styling, or poor engine reliablity (especially on 1975-77 “thermal reactor” cars) the middies just haven’t taken off in value. Recent trends, however, seem to indicate that this may change. As longhood values grow out of reach for many, the relatively lightweight middies with their narrow-body vintage appeal are becoming more and more attractive, and this demand will drive prices upwards. The particular car on auction certainly seems to bear out this trend.
Porsches of this era are some of my favorites, and I thought I knew of most of the special models. Like the 3.6 Turbo S of the era. But this interesting slant isn’t one that I was familiar with. It’s not the usual slant-nose with pop-up lights, but more like a 928/968 style that is exposed and raises up when lit. Frankly it looks a bit aftermarket, but it was actually a rare factory option referred to as Flachbau. Apparently there were less than 100 made for the entire world, and only about 40 came to the U.S.
Check out this very rare , offered by Manhattan Motor Cars
quote from seller’s auction:
One of a very limited series of the last hand built 911 Porsches (76 total worldwide production), it is only befitting that this rarely seen model is here in New York City.
The auction is a little thin on information, but as the $150,000 opening bid suggests, only serious inquires need apply. With only 17k miles, this car is looking to be in fantastic shape and should fit into a collection very nicely.
Now that the unthinkable has happened and both four door sedan and SUV Porsche models exist, where do the older, front engined Porsches stand in the eyes of collectors these days? Here’s two clean examples of two vastly different Porsches from the same era.
1987 Porsche 924 S
The 1987 Porsche 924 S represents the zenith of 924 development, as 1988 was the last year for the sports car originally designed to be Volkswagen’s flagship. The 924 S does away with that one important piece that had purists refusing to consider it as a real Porsche: the engine. VW stopped supplying Porsche engines for the 924 in 1984, and thus the 924 S with it’s detuned 944 engine was introduced. This engine is good for 160 horsepower and is sure to be a great handler, as these front engined/rear drive four cylinders were renowned for their road manners.
The seller states:
PROS: A/C, Power steering, Power windows, Four-wheel disc brakes, Manual transmission, Alloy wheels, CD/MP3 Premium sound system, Leather seats, Tilt/removable sunroof, New Battery/New wipers, and Pirelli tires. All the manuals, service records, and a full color dealer brochure on the model 924 are included.
CONS: There are two blemishes in paint: front right fender and rear left quarter panel, The plastic gear for sunroof needs replacement (20.00 part) still works though, Minor cracks in dash which are covered by premium dash cover, and the tires are in less than perfect condition. Other than that car is showroom quality.
While Boxsters can be had all day for well under $20,000, at $6,500, this 924 S is a tasty, low cost means of entry in what could be one of Stuttgart’s most underrated models. The fact that it is well documented, has a manual transmission and is a desirable color adds to the want factor.
1994 Porsche 928 GTS
The 928 GTS, much like the 924 S highlighted above, represents the end of the line for 928 production. The GTS models were also rather rare, with only 645 produced in 1994, according to the 928 Registry. This particular one presents well in white with the more common automatic transmission.
Level of equipment as detailed by the seller:
Power sunroof, full power seats left & right, AM/FM Radio w/ Cassette, 6 Disc CD Changer, Supple Leather, 10 Speaker HiFi Sound Package, Rear A/C. Just passed 100 point inspection.
While close to $40,000 may seem high for an obscure, used Porsche, one should remember that these cars new cost around $80,000 before options and now, for less than half of that, you can own a clean mileage grand tourer for pre owned Boxter money. It also pays to get the nicest 928 you can buy, as these neither cheap nor easy to repair.
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