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Chris Harris Drives the Type 64

Porsches are often a study in contrasts. Where many models are markedly advanced in one way or another, in others they are often simple in the extreme. The 356 featured sophisticated monocoque construction, making it strong and rigid compared to the related VW Beetle. At the same time it relied on a powerplant which was, even by the mid-1950s, fairly primitive. The Type 64, the marque’s first car, is much the same. While the body is heavily streamlined, the driveline shares the Volkswagen’s humble origins. The body is riveted rather than welded. The engine displaces just one liter. Though modest, this record setting racer would serve as the common ancestor for all Porsches to come. Rather shockingly, Chris Harris got to drive it in advance of its upcoming sale. Just imagine our envy.

We highlighted this car, the sole remaining original Type 64, back in May when it was announced that the car was headed to auction. Since then the car has appeared not just in enthusiast publications, but has gained traction in the mainstream media as well.  With an expected sale price of around $20m and undisputed provenance, the Type 64’s sale comes with all the cachet you’d expect of the sale of a Picasso rather than a racecar, though it really is that important. For car enthusiasts the Type 64 is a landmark, and for Porsche enthusiasts in particular it is an undisputable icon.

And Chris Harris got to drive it, in a drizzle no less. What makes me absolutely pleased to bits about this car, is how untouched it seems. The seats are tattered, the paint is peeling from the engine cover, the headliner is heavily stained, and the doors don’t fit properly. This car wears its history proudly, and is unashamed of its warts. Hopefully Otto Mathe is proud that his old car is still being enjoyed, more or less as he left it.

The car is headed to auction at Monterey later this week, and we are extremely excited to see where it winds up.

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Fast Porsche Speedster

“The engine was the spare, well, it was what became the spare engine; it had been the primary engine in HR2, the 962 which I raced. It was the Daytona engine,” says Bruce Canepa.

It isn’t every shop that has such an engine going spare, and when Las Vegas casino owner Gary Primm contacted Canepa about the disappointing 1989 911 Speedster he’d just had delivered, the stars aligned.

Primm had driven his Speedster about 100 miles and found it lacking, calling Canepa to ask: “What can we do with this thing? It’s boring, and slow,” Primm and Canepa having collaborated previously on an AMG build.

It didn’t take Canepa long to figure out what to do with the Speedster. He admits: “They were pretty underwhelming. They had no power, they had a Turbo chassis, which was almost too much car for the motor, and they were flexy.”

He thought for a while before fixing on the idea of a 934 for the road. “Really, the nicest thing about Primm and a lot of my customers is he just let me build what I want,” says Canepa. “He didn’t really know what a 934 was. I said ‘we’re going to put on 934 flares; they look cool. We’re going to make it look like a Porsche race car, but with no roof on it.’”

The result is sitting in Canepa’s showroom in Scotts Valley, California. I’ve been poring over it for over an hour. Even here among Porsche rarities of
the like you’ll seldom see outside Porsche’s own Stuttgart Museum, the Speedster is a knockout.

G1 Guards red, because that’s how it was delivered to Canepa (all of Primm’s cars are red), the build is so beautifully executed it could easily be a factory car, albeit a very special one.

The deep front splitter has its outer cutouts filled by running lights behind Perspex, and the remaining three large intakes are pure 934 race car. In the unlikely event that the front bumper left you guessing, this is a Speedster unlike any other. Those 934-proportioned flared arches front and rear, covering 17-inch, three-piece BBS alloy racing wheels, leave little doubt.

Those punctured rear wings feed intake air into the engine, this Speedster taking the idea of a Turbo-bodied Speedster to its ultimate incarnation. Only unlike the standard cars, the visuals are more than matched by the mill…

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Our Favorite Porsches For Sale This Week: Volume 141

We’ve been compiling some amazing Porsche models on the internet for over five years now, and we’ve seen some pretty astonishing examples pop up now and again. This week we’re still working on getting our beach body. For that reason, we’re looking for buff widebody Porsches to inspire us! Hopefully you’ve enjoyed our « curated » look at the Porsche market. Keep in mind, some of these Porsches could be great collection investments, while others might prove to do more financial harm than good.

INTERESTED IN HAVING YOUR PORSCHE FEATURED HERE?

Every other week, we feature 5 of our favorite Porsches for sale. That post is sent out to our mailing list of more than 17,000 Porsche owners and fans and is seen by tens of thousands of other readers who visit our site directly. If you’re selling a Porsche on eBay and would like to see it featured here, just shoot us an email with the details and we’ll be back in touch. Otherwise, feel free to check out all the other eBay listings we have on our Porsches for sale pages.

1. 1979 Porsche 911 SC Targa Widebody For Sale

This wide and chunky Porsche looks great, doesn’t it? Obviously it didn’t look like this from the factory, but with the addition of some huge width flares, a Ruf-style bumper, and a wild 964 rear tail you wouldn’t think it would look quite right, but somehow it has grown together to have a pretty cohesive look. It’s got a good stance with some big wide wheels and tires. It’s got an interesting look with the Targa bar painted body color, and the soft top replaced with a hard metal roof. The interior looks awful, and the engine compartment looks a mess, so buyer beware, but it’s an interesting look from 10 feet, I imagine.

For more pictures, pricing, and information, check out the full listing on eBay

2. 1975 Porsche 911S Slantnose Widebody For Sale

I’m a real sucker for a slant nose coupe with wide turbo fenders and a 935-style tail. Add a set of flat-faced basket weave wheels color matched to the body, and I’m instantly in love. Unfortunately, this car doesn’t have the go to match its show, as it still features a bog standard 2.7 liter S motor from the mid-1970s. If this had some wild naturally-aspirated 3.4-liter that breathes fire, or a mega turbocharged job, it would be worth the bodywork. As it sits, this car is all hat and no cattle.

For more pictures, pricing, and information, check out the full listing on eBay

3. 1990 Porsche 911 Carrera 2 Sunburst Widebody For Sale

This Porsche is legit with a capital L. Before Nakai San started off on his worldwide tear of building RWB wide-fendered Porsches, he worked for Sunburst Japan building widebody Porsches. The original wide fender look was cribbed directly from Porsche’s motorsport models. You can see the RSR and GT2 influences here and there. You can see the incredible worksmanship that has gone into this car. You can see the gorgeous paintwork and the awesome engine work. This might be the coolest street legal Porsche I’ve seen for sale this year. Snatch it up before it’s gone.

For more pictures, pricing, and information, check out the full listing on eBay

4. 1973 Porsche 911S Targa Widebody For Sale

It’s hard to argue against a 1973 911S. The 2.4-liter engine is a gem with its high-spec camshafts. The suspension is well set up from the factory. It’s a beauty to boot. This one, however, has been fitted with some huge fenders and giant tires to resemble a period 911 RSR. The RSR was, obviously, a coupe. This treatment doesn’t look quite right on a Targa model, but it looks right enough that I would hustle it through the canyons every day from now until my dying one. It’s not perfect, but it’s got potential. And eye-searing yellow paint, which is always a plus.

For more pictures, pricing, and information, check out the full listing on eBay

5. 1979 Porsche 911 SC Widebody For Sale

I mean, just look at it. I love everything about this, except for the fact that the rear decklid says « Turbo » while the engine is clearly not turbocharged. I despise that immensely, and would throw that badge away immediately. Otherwise, this is great.

For more pictures, pricing, and information, check out the full listing on eBay

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Porsche 930 3.0: reviving an icon

There are few icons greater in the Porsche stratosphere than the 930 3.0. The first 911 supercar, Porsche’s Turbo nomenclature has survived to this day – and it all began in 1974 with that wide-arched and whale-tailed 930.

Today, those early 3.0-litre cars are highly sought-after among collectors as the archetypal Porsche 911 Turbo. Finding one is the biggest task, particularly from the first model year of 1975 when just 274 examples were built for worldwide markets. It is estimated only 20-30 of these original cars exist today.

From there, condition and provenance is key – which is why we believe this example, expertly curated by Mash Motor, to be one of the best examples of early 930 3.0 on the planet. Brilliantly restored (though still retaining original parts including the 930’s thicker carpets) car no. 55 of that original 274 is a special car.

Delivered on March 5th 1975 to Porsche Centre Autorama in Verona, Italy, as an exhibition car, chassis 5700065 was bought by a Swiss customer. It subsequently lived in Austria, owned by the renowned Porsche author, Dr. Georg Konradsheim, before being sold to its current owners who recently completed a painstaking two-year restoration to bring the matching-numbers car back to its original Copper brown hue.

Cover star of our issue 181, chassis 5700065 is one of the best examples of 930 we’ve driven. Below you’ll find a gallery of the car’s thorough restoration back to 100% original specification. This special 930 is now for sale – interested parties should contact Mash Motor.

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Turbo v Carrera: 964 RS v Turbo II

Less is more. Or perhaps more is more. After an unforgettable day with two iconic 964s, I’m still struggling to decide. Both cars are Midnight blue,
and both will set you back around £200,000, but there the similarities end. As driving machines the Carrera RS and Turbo 3.6 could scarcely be more different.

I rendezvous with Editor Lee at Hexagon Classics, where the 911s are waiting outside. I’m drawn to the RS first: its neat, narrow-body lines and just-so stance look purposeful yet achingly pretty.

The Turbo is almost cartoonish by comparison, with swollen flanks, dished alloys and a mighty rear wing. If the former appeals to connoisseurs, the latter is an unashamed crowd-pleaser.

Driving either Porsche around London would, frankly, be like eating a Michelin-starred meal in a motorhome, so we set a course for rural Buckinghamshire, me in the RS and Lee in the Turbo.

As we join the gridlocked North Circular, though, I’m already beginning to regret my choice. The Rennsport’s cabin is so spartan it borders on masochistic. Indeed, it’s more useful to list what it doesn’t have: items binned include the sunroof; air conditioning; electric front seats, windows and mirrors; rear seats; radio and cassette player; heated rear window; central locking and alarm. 

This isn’t what carmakers euphemistically term ‘decontenting’, however. The reborn RS also has a seam-welded bodyshell, aluminium bonnet, thinner glass, shorter wiring loom, virtually no soundproofing and no underseal.

Porsche’s standard ten-year anti-corrosion warranty was cut to three years as a result. On the plus side it weighs 120kg less than a 964 Carrera 2 in Lightweight spec, as tested here.

Hemmed in by towering SUVs as we approach Hanger Lane, I have only the coarse clatter of the single-mass flywheel for company. Even at idle the RS sounds austere and combative, the fluctuating churn of its flat six transmitted to my ribcage via hard-shell Recaro seats.

Its ride is rock solid, too, amplifying every ripple in the road. Thank 40mm lower suspension derived from the Carrera Cup racer, larger 17-inch alloys and solid engine mounts.

Filtering onto the A40, a national speed limit sign finally hovers into view. The Turbo is up ahead and I watch its haunches squat as Lee lights the fuse. I slip the stubbier gear lever into third and give chase.

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