Porsche has never been one to shy away from offering a special edition of any of their cars, and that goes double for the 911. It seems as though virtually every few months some new, ultra-limited variant of the GT3, GT2 or Turbo comes splashing into the news feeds and headlines of every German car enthusiast. But occasionally, Porsche does have something important to commemorate, and when it came to 2014 they had a particularly impressive opportunity.
2014 marked the 50th anniversary of the Porsche 911, a car so entrenched in the ethos of sporting automobiles that it’s the mechanical equivalent of the Queen of England. Sure, the 911 hasn’t always been the best, brightest or fastest – but, it’s seemingly always been there and often it has been the superlative. So to celebrate 50 years of production, Porsche introduced a very beautiful and pure example of the 911, devoid of the flash and spoilers that often catch headlines.
Subtle was the key to the 911 50th. It was rear-drive, yet had the wide body from the Carrera 4S. It was lowered 10mm like the GTS, and had different black/chrome accents both front and rear. It wore a variation on the theme of the 2010 Sport Classic’s Fuchs-inspired wheels, here with a machined with black accent finish. Inside a choice of special houndstooth or tartan on the seats, with original 901-inspired gauges and the choice between the excellent PDK dual-clutch 7-speed or a 7-speed manual. Porsche’s Powerkit bumped power up to 430 for good measure, and the outside was draped in Graphite Gray Metallic or the even more gorgeous Geyser Grey Metallic seen here. It made for one stunning package:
Our run of crazy modified cars continues with one of the many outrageous Porsche Turbo creations. This one comes straight from some of the biggest names in the hallowed halls of Porsche racing; Kremer, DP and Andretti. The Andrettis might as well be the Kennedys of motor racing, such is the success and tragedy they’ve seen. At the head of the family is Mario, who managed to not only be 1978 Formula One World Champion, but a class winner (and 2nd overall) at Le Mans and raced in NASCAR, PPG IndyCars, sprint cars and IROC. Quite simply, he’s one of the most diversely accomplished drivers in history. And in the mid 1980s, Andretti partnered with Porsche to race first 956s and then 962s later (with his son Michael co-driver both times) at Le Mans. Neither campaign was successful; they finished 3rd in 1983 and 6th in 1988. But in the meantime, Andretti apparently commissioned a very special road-going Porsche to go along with his racing exploits.
That car was built by none other than Kremer, who carried the torch in development of the 935 as Porsche moved first to the 936 and then to the 956 models. It was Kremer’s K3 development of the 935 that outright won Le Mans in 1979, and its extreme bodywork was developed in conjunction with DP Motorsports. The legend was born, and the DP-bodied, Kremer-modified ‘DP935’s took to the 1980s as one of the fastest street-legal cars you could get into. Kremer’s street “K2” spec featured a K27 turbo attached to an upgraded 3.3 flat-6, reportedly good for 460 plus horsepower with adjustable boost. A claimed twelve of these K2-modded DP935s made there way to the the United States, and what is reported to be Mario’s personal example is for sale now:
The last few cars I’ve written up have involved a little detective work. To be honest, it’s something I really enjoy about writing for the site. And generally what we learn is that you can’t always take a seller at face value. No surprise there, right?
But that doesn’t mean that the car in question isn’t neat in its own right. Today is a great example of that. We have a racing 911. It’s air-cooled and it has many wings – associations that nod towards the late 1970s and early 1980s, when the 935 program was Porsche’s cutting-edge race technology. And it’s in one of the more iconic liveries of the period – the pastel green of Vaillant sponsorship associated with the Kremer brothers.
Is all as it would seem?
Given the significant love shown to the 993 in general, and especially the 993 twin-turbo, it might seem strange that I would have to be brought around on them. Yet, that’s exactly the case. Don’t get me wrong, I need no convincing that these are phenomenal machines and their status as the last of the air-cooled 911s brings with them obvious additional layers of allure. But I was a kid in the ’80s so it is the ’80s 911s and the ’80s 930s that really tug at my heart. In the case of the 930, they aren’t sexy cars; they attract by a seeming brute force. In that regard, the 993 almost seemed too pretty. The all-wheel drive and twin-turbocharging features further served to tame the beast. The wildness seemed…not gone, but tamped down.
If I’m honest, when I see a standard 993 these feelings largely remain. They’re very pretty, but my mind still drifts back to the classic 911 or, with increasing regularity, to the 964. The Turbo is different. I’ve been brought around. The wide rear and massive tail pair well with the 993’s curves to produce something that is indeed pretty, but also clearly not to be trifled with. I kind of don’t know what took me so long to figure this out, but I’m glad to present this low-mileage example in the classic colors of black and tan: a Black Metallic 1996 Porsche 911 Turbo with Cashmere leather interior and just 28K miles on it.
While the Porsche 986 Boxster might have been the car that saved Porsche with its massive popularity, the 987-derived Cayman was what made the mid-engine design popular with track enthusiasts. Especially in more potent “S” form, the Cayman is a giant killer with sublime vehicle dynamics and plenty of punch even without a turbo. The 987 refresh in 2005 fixed many of the perceived visual faults of the 986 Boxster design with a slant towards a more aggressive look. The Coupe added a smooth, flowing hatchback line to the 997-inspired exterior, creating a lightweight, 7/8ths scale mid-engine 911. That it was less expensive than the traditional flat-6 lineup didn’t hurt, either. It was, and remains, a hit.
It was no surprise then that immediately these Caymans became popular with track enthusiasts and racers alike, spawning their own race series in the PCA. But you don’t need to fork over $100,000 for one of the rare Napleton Interseries cars to have a lot of fun at the track, as Kachel Motor Company proves with this duo of Cayman S racers:
As Spring 2017 officially kicks off today, my thoughts inevitably turn towards the track. While race series at Daytona, Sebring, Formula 1 (final testing, at least) and even Goodwood have already commenced, as I look out my window there’s still a layer of snow covering the ground and temperatures have barely crept past freezing. It certainly doesn’t feel like Spring yet, but that doesn’t mean that preparation for heading to the track can’t begin. And though I dearly love tracking my Audi Coupe GT and it’s racked up some serious mileage on the race courses of New England, I can’t help but think that maybe it’s time for something newer. Maybe something like a Porsche Cayman, the “affordable” way into a track-friendly performance Porsche:
Porsche history has always been intrinsically linked with racing since before they were even a company. From Mercedes-Benz to Auto Union and later Cisitalia, Porsche offered world-beating designs prior to establishment of its own independent racing heritage. Since the 1950s, they’ve never looked back, and every successive generation has their own legends that were born. For my father, it was the 908 and 917, while I grew up with the turbocharged whistle of the 956 and 962 dominating race tracks. To capitalize on this nostalgia, coupled with more gentleman drivers heading to the track every weekend than there ever have been, Porsche’s lineup has increasingly focused on track-biased cars. But that hasn’t stopped some from going a few steps further, and Napelton Porsche launched an interesting idea just before the turn of the decade.
Why not create a race series of equal cars, slap historic liveries on them, and hit the track? The Interseries was just that, with door to door action pitting the iconic color combinations of Porsche history at the hands of mere mortals. From the Salzburg 917 that first took Porsche to the Le Mans title to the unmistakable Rothmans colors, each of these cars wore a bit of what made the marque a legend for so many people. Everyone has their favorite design, so this series offered Porschephiles a veritable cornucopia of visual pleasure. Today, one of these cars has come up for sale:
The ship wherein Theseus and the youth of Athens returned from Crete had thirty oars, and was preserved by the Athenians down even to the time of Demetrius Phalereus, for they took away the old planks as they decayed, putting in new and stronger timber in their places, in so much that this ship became a standing example among the philosophers, for the logical question of things that grow; one side holding that the ship remained the same, and the other contending that it was not the same.
The best part of 2,000 years ago, the Greek philosopher Plutarch questioned at what point an object began to lose its “originality”. You’ve heard the story many times, probably as the hyperbolic ‘Washington’s Axe’ parable. But though it’s been two millennia since Athenian thought led the world, the question remains applicable today.
Take this Porsche 911S, for example.
Valuing a Porsche 911E isn’t really that hard, in the grand scheme. The middle child of the 911 lineup, a quick check of Hagerty’s valuation tool has the average value around $78,000 right now, with a high of $144,000 and a low of $52,500 for a “fair” example. While the 911 market has flattened or cooled slightly, they’re still quite valuable cars. Valuing historic race cars can be more difficult, but as vintage racing is currently in vogue right now, they’re many times more expensive than their road-going counterparts if they are properly sorted factory cars. Figures close to a million dollars aren’t unheard of for the right racer. But the most difficult to value are the non-original, modified racers run by privateers. Sometimes they have a very interesting history, such as this ’71 E does:
Modified cars from the 1980s enjoy are and interesting exercise in dichotomy. Take AMG, for example – add the flares, wide wheels, hunkered down suspension and turned up engine to a W126 and the asking price increases from a standard model by a factor of ten. What is strange about the AMG model, though, is that enthusiasts of the Affalterbach company accept licensed installers as proper original builds. Such is not the case when it comes to tuners like Alpina, Hartge and Ruf; generally speaking, in those cases the only “true” original examples came from the manufacturer’s facilities in Germany. In these cases, examples that are properly sorted and original can be worth double, triple or even quadruple what an identically modified car from a licensed installer in the U.S. would be worth. On top of that, AMG continues to be a bit of an aberration in the tuner realm since most other period modified examples of Porsches, BMWs, and Audis are worth less than a pristine stock example. It’s a bit of a head scratcher, since generally speaking, companies such as Alpina and Ruf put out equally good looking products when compared to AMG, and properly modified were just as luxurious and just as fast. Nevertheless, a tastefully modified example like this period Ruf-modified 1987 Porsche 930 just doesn’t seem to draw the same attention as a AMG 560SEC Widebody 6.0 would, for example. Let’s take a look at what a reported $75,000 in mods got you in the late 1980s: