A few days ago I was talking with a friend who owns and operates a Mercedes-Benz restoration shop and the topic of the W100 600 came up. It was mostly me asking all kind of questions as to what it is like to own one of these cars and getting answers that blew my mind. One thing stuck out that about stopped me in my tracks. He told me that a 600 he services for a doctor had to choose between doing some repairs on his car or putting a new roof on his house. It was at that moment I realized I was never going to own a 600 nor want to own a 600. Our conversation then turned to the cost-per-mile calculation to own one of these and he threw out the number of roughly $5. Most exotics usually average about $3.50 a mile. That means if you own a 600 and drive it a conservative 2,000 miles a year, you can expect your wallet to be $10,000 lighter. To think, some people still don’t understand that this just isn’t another old Mercedes that has some pricey parts on it. I’ve said this before and I want to say it again, there is no faking owning a 600. The amount of time and money needed to keep one of these probably surpasses some short-lived marriages.
Anytime a 600 pops up for sale, I always hurry to take a look because of the crazy options that could be lurking inside as well as the possibility of it being owned by a celebrity and/or murderous dictator. Today’s 600, a 1968 up for sale in Chicago, probably didn’t have any executions called in from the rear seat because it wasn’t owned by someone of that ilk and this car is equipped with a rear refrigerator, not a telephone.…
I don’t know what my most commonly featured 912 color is, but if you told me it was Bahama Yellow I wouldn’t be surprised. It’s an absolutely wonderful color that possesses tons of character, but it isn’t so bright you have to worry about blinding your friends and neighbors. So let’s look at another one: this one-owner (sort of) 1968 Porsche 912 Coupe, located in California, with a reported 51,545 miles on it. It’s said to be matching numbers and with a full history since new. The paint isn’t original, but the 20+ year-old respray still looks quite good. Just a lovely car!
BMW’s long road to recovery in the postwar era was interesting to say the least. Before the war, BMW had a moderately successful series of luxury and sports cars with its 326, 327 and 328 lineup. However, the market for those cars in Germany didn’t exist in the early 1950s and the technology was quite dated, so BMW found itself reliant upon an Italian-designed and licensed bubble car — the Isetta — to sustain early sales. Of course, with their motorcycle expertise, the air-cooled twins that found their way into Isettas were reliable (though not sprightly) units.
Though economical, a family sedan the Isetta did not make, so starting in 1957 BMW stretched the two seats into four and created the 600. With just shy of 600cc from an enlarged rear-mounted engine borrowed from a R67 motorcycle and a four-speed manual gearbox driving a new semi-independent trailing arm rear end, the 600 was a serious step forward for the company. The improvements were masked behind a familiar face (which still served as the primary door, as with the Isetta) and the 600 was not a sales success, with just shy of 35,000 produced. Intended to compete with the Beetle, it offered little respite from Volkswagen’s steamrolling sales success.
1959 BMW 600
To remedy this, BMW continued to develop the 600 chassis into the larger and more conventional 700 model. Launched in 1959 as BMW skirted attempts by Daimler-Benz to purchase the Munich-based firm, the 700 heralded BMW’s first true postwar sedan. Yet in spite of the conventional sedan proportions, the 700 retained the motorcycle-based air-cooled flat-twin in the back, driving the rear wheels. Back when BMW’s naming conventions matched their engine sizes, the eponymous sedan’s power was upgraded to nearly 700cc and 30 horsepower — 50 percent more than the 600.…
Here’s something pretty cool: a fully restored former Swedish rally 1968 Porsche 912 wearing its original color scheme and (what looks to be) a replication of its original decals and equipment. We see these sorts of Porsches pop up now and then, but in most cases they aren’t actual former rally cars, but rather builds that owners have put together that were inspired by the Porsche rally cars of the past. To have a chance at the real thing is a pretty nice treat! And the asking price really doesn’t seem too bad either.
Engine: 1.6 liter flat-4
Transmission: 5-speed manual
Mileage: 250 mi
Price: $89,900 Buy It Now
Available today is a very unique and rare 1968 Porsche 912 rally car. This is a genuine period competition car that raced as a new Porsche from 1968 in rally events held in Sweden. This is NOT a replica or made up car. VIN # is 12801307. Mileage is approx. 250 since being restored about 5 years ago. Great looking car in it’s original color combination of polo red exterior with black leatherette interior.
Car has a replacement blank case. Engine was likely installed when the restoration was done but exact date is not known. Please note that this is a US street legal car and is currently registered in Georgia. There is no US title included. Car is sold on bill of sale and Georgia registration.
It was imported to the U.S. from Sweden then completely restored to as rallied configuration by the experts at Klub Sport Racing in Florida. This rally car has lots of period rally images and rock solid documentation as well as period magazines with the car featured.
I do miss the days when I could come across a Porsche 912 and feel confident its selling price would be reasonable. We seem to have long passed those days as price tags above $50K are very common with some even approaching $100K. Those examples are few and far between, but, of course, it never stops other sellers from attaching similar figures to their cars hoping to capitalize on a few big sales.
In theory, this 912 should be pretty reasonable. It isn’t original or numbers matching. Bidding even is quite reasonable and we could hope that with some time that bidding would be taken into account and the asking price will come down. For that we must wait. Either way, here we have a very pretty 1968 Porsche 912 with a Polo Red exterior over a Tan interior and a reported 58,628 miles on it.
Engine: 1.6 liter flat-4
Transmission: 5-speed manual
Mileage: 58,628 mi
Price: Reserve Auction
1968 Porsche 912
Karmann bodied 912 with appreciating value
One of only 7,458 912 models sold in the United States in 1968
Polo Red exterior with tan interior
1586cc flat four-cylinder engine from a ’66 Porsche
Dual DeLorto carburators
Five-speed manual transmission period correct for 1968
Koni Shocks, with Weltmiester Adjustable Spring Plates
Nardi steering wheel with engraved signature and Bird’s Eye Maple dash trim insert
VDO gauges, Hella lights and dual Durant sideview mirrors
Optional 15-inch chrome wheels
Documentation includes original owner’s manual and some service records
MotoeXotica Classic Cars is proud to offer this 1968 Porsche 912 for your examination. This is a Porsche you can take out and drive, either as an everyday commuter or on weekend club runs. This 912 is a California car and currently on a California title from San Diego.
I shall now return to my favorite quirky Porsche model with this 1968 Porsche 912 Soft-window Targa, located in California, with a reported 60,082 miles on it. I suppose to be totally accurate the 911 Soft-window would be my favorite, but the 912 is close enough. While it might be a strange looking design there’s a ton of versatility to these Targas as the removable rear window allows for a variety of open-cockpit driving conditions. If you want a fully open experience you can remove the roof and unzip the rear window. Or perhaps it’s a hot sunny day and you just want some extra airflow? Then leave the roof in place, but keep the rear window down. And, of course, the standard Targa configuration with which we’re very familiar: remove the roof and keep the rear window in place.
The Soft-window Targa was intended to allow Porsche to continue to provide their customers with as open a cockpit as possible, while meeting what they expected would be increasingly stringent safety requirements that would necessitate the fixed roll hoop. Those requirements never materialized, yet it did take Porsche another 15 years before a 911 Cabriolet would come into existence. That leaves us with the Targa and these interesting pieces of engineering as Porsche first developed a model for the 911 and 912.
Model: 912 Soft-window Targa
Engine: 1.6 liter flat-4
Transmission: 5-speed manual
Mileage: 60,082 mi
Price: Reserve Auction
1968 Original Soft Window Targa
new black paint with charcoal German carpet and black leather seats and interior by Auto International of Escondido
rebuilt engine / Big Bore / # 752983
new rubber, seals, and bushings,heater hoses
original floor pans
original rubber floor mats
Fuch alloy wheels
jack and lug wrench
removable hard top excellent original
New soft window and tonneau boot and bag by Autos International of Escondido
Del Mar, CA
The SWT we see here we wouldn’t really consider a special version of the breed, but rather a pretty standard example in a standard black on black color combination.…
This might be the quirkiest 911 I could feature. And I don’t mean that in a derogatory way, but rather in the way it utilizes a number of early and short-lived technologies and combines them all in one package. Here we have a Tangerine 1968 Porsche 911 Soft-window Targa, located in California, with 59,589 miles on it. Rather than the standard 5-speed manual transmission it is equipped with Porsche’s 4-speed Sportomatic transmission, the first year the marque would offer their attempt at producing something like the clutchless manually-shiftable automatic transmissions so prevalent today. In that regard, while the Sportomatic eventually disappeared, and rarely was favored while it existed, it did serve as a prelude to what was to come. The Soft-window Targa is a different story: around for only a few years and quickly replaced with the hard window version with which we are all familiar. The ability to open the rear window while keeping the top in place provided extra versatility, but it became clear pretty quickly that most owners weren’t much interested in that versatility.
I have never come across a 911 that combined these two interesting pieces of Porsche engineering and I don’t suspect we will find many of them that do.
Model: 911 Targa
Engine: 2.0 liter flat-6
Transmission: 4-speed automatic
Mileage: 59,589 mi
Price: $129,000 Buy It Now
Up for sale, 1968 Porsche 911 Soft Window Targa sportomatic with matching numbers in its most desirable color tangerine.
The car has been restored and the restoration is documented.
New paint job, engine rebuilt, interior has been partially restored trying to keep the most original and unrestored parts like the 2 front seats.
Staright body, perfect new floor pans, The original 5-1/2” x 15” Fuchs have been polished and painted.
A long-hood 911 up for a no-reserve auction almost always manages to attract my curiosity. I know there will be problems – either basic cosmetic and mechanical problems or problems with originality (or all of the above!) – but why let that deter me? In the case of the 911 here my interest is increased by it being the one-year-only L, not necessarily because the L was a particularly special model, but simply because we don’t see them often and that makes them more interesting. Prices for the L typically hover between those of the T and E and I’ll be curious where bidding takes this one. Let’s start with what we have and then get to the issues below: A Coffee Brown 1968 Porsche 911L Coupe with what looks like a cream-colored interior and a reported 133K miles on it. I suppose we could say that these two colors were destined to go together.
Here we have one of Porsche’s more interesting design ideas: the Soft-Window Targa. Most are quite familiar with its hard windowed cousin, which has been available on the 911 for most of its life. But far fewer may be familiar with the precursor to the 911 Targa. With the Soft-Window Targa Porsche sought an engineering solution that would allow for maximum openness in the cockpit while retaining a measure of structural integrity they thought would be necessary to meet impending safety regulations. Those safety regulations never became manifest, but their design did. It’s somewhat simple: use a fixed roll-hoop and make the top and window removable. The look is somewhat strange and the window section was quickly converted to a fixed window, but the soft window provided a great deal of versatility and choice for drivers depending on just how much of the external environment they wanted to experience. The Soft-Window Targa is quite rare on both the 911 and 912 and as such will command higher values, with the 911S being far and away the most expensive. The one we see here is from the earlier short-wheelbase model years as well: an Irish Green 1968 Porsche 912 Soft-Window Targa, located in California, with 113,000 miles on it. It should be noted, this 912 does not possess its original engine, but the rest of the car is said to be original.
Time for some citrus. I’ve mentioned previously how the market for the long-hood 911 has plateaued, and perhaps even reached its peaked, but even if that is the case the 911S remains a special car that we must keep an eye on. These were some of Porsche’s first opportunities to show its ability to produce a top-level machine that could provide performance but also remain civilized. The 911S epitomized that focus and here we have two different variants, both of which come in the wonderful shade of Tangerine over Black. With values remaining mostly stable over the past year it’s not a bad time for those who really enjoy these early 911s to look for the right opportunity. Here we have both a Coupe and a Targa and both look in very good condition. Which would you choose? We will begin with the Targa, from the 1968 MY: