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Is The 2020 Porsche 935 More Than A Pretty Face?

Porsche’s current king of the hill, the track-only GT2 RS-based 935, is the kind of thing that dreams are made of. With just 77 units built for worldwide consumption, not many of us will get the opportunity to wring this car’s neck. Especially when you consider the massive price tag that it comes equipped with. The big wing and slicks machine is race ready for a number of series around the world, including the SRO’s GT2 world championship, or just to be used as a rich person’s track toy, or tucked away in a collection never to see the light of day again. The third of those would be the greatest shame of all.

So what makes the 935 so great? Consider, if you will, that the rear wing is a little over 6 feet wide to provide the ultimate downforce. Or that the tail has been lengthened considerably to assist with downforce and aero efficiency as well. Look how much width has been added to the car! That translates to big grippy tires. Sure, it’s a visual throwback to the 935s of old, but it’s pretty damn cool taken on its own, as well.

Here’s a closer look at the 935 to give you a better idea what it looks like inside and out.

And if you’re so inclined to see what the 935 is like in a drag race against a McLaren 720S and a Mercedes-AMG GT R Pro, you can see that in the video below.


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Manthey Tuned Porsche 993 RSR Blitzes Around Nurburgring GP Circuit

One of just forty-five 993 RSRs in existence, this 3.8-liter monster is a rare sight. Despite the small numbers, those curvaceous haunches, massive tires, and snorkels in the rear make you wonder why this model is not as well known.

Perhaps this example deserves some special attention, since it’s Olaf Manthey’s very first racing car. A little over two decades ago, Manthey converted this from a 993 Cup car into an RSR. He elaborates on the version in this article: « The whole rear with fenders, bumpers and the tailgate was built from scratch. At the front, we relocated the oil coolers. We redesigned the air ducts so that the spent air was not routed underneath the car but dissipated on the side. We also designed the underfloor and the rear diffuser.” That last tweak made it particularly effective at the crowned and cambered Nordschleife, which wasn’t as smooth twenty years ago as it is today. This particular car enjoyed a lot of success at the Green Hell, which made Manthey’s reuniting with this car at last week’s AvD Oldtimer Grand Prix all the more special.

Since its retirement from professional racing in 2002, it’s enjoyed a few more tweaks and now produces little more power than a standard 993 RSR. Today, the M64/75 engine sends roughly 380 horsepower through a six-speed manual transmission. Powering a stripped frame weighing just 2,425 pounds, it is strikingly quick for something not too powerful by today’s standards. Just witness the way it sits nicely at corner exits and accrues speed down the Nurburgring GP circuit’s straights. Unfortunately the footage doesn’t capture the incredible bark of the car well, but the link below certainly does.

Those beautiful BBS rims tucked underneath the flared arches, a short wheelbase, and that elaborate rear wing make the 993 RSR a feast for the eyes.

For an onboard experience with the 993 RSR, watch Leh Keen at work in one here.


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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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Advan/Coke-Liveried IMSA 962 Goes Up for Auction

Most sports prototypes last only a few years before they become obsolete, but the 962 enjoyed a successful run for over a decade. With a combination of unprecedented reliability and drivability, the 962 became dominant in the mid-1980s. Rather than rest on their laurels and grow conceited with their winning streak, Porsche remained honest enough to develop the 962 as technology advanced. To keep up with rapid progression of its rivals and their technology, the 962 received a slew of updates throughout its long and storied career.

It’s not often that a 962 comes up for sale, and if you were looking for one, this might be your chance.

This particular car utilized a mid-career update known as the Chapman chassis. The earlier cars utilized a monocoque tub that was made from riveted and bonded aluminum, but not this 962-C04. Jim Chapman, a former Lola engineer, designed this updated chassis which incorporates honeycomb aluminum panels and billet-aluminum bulkheads to make this car stiffer and better at deploying the power from the IMSA-spec turbo.

Over that stiffer chassis, the carbon-kevlar panels are covered in that iconic red and black Yokohama livery. Gold 18″ BBS wheels dot each corner, and a massive NACA duct behind the cockpit feeds the massive KKK K36 turbocharger. With this shape and color combination, it’s one of the best looking cars to ever grace the races of IMSA GTP.

Unfortunately, 962-C04 only contested three races throughout the 1987 season. Hurley Haywood, James Weaver, and Vern Schuppan successfully battled with this car at Road America, Columbus, and Del Mar; its highest finish being fifth at Road America. After retiring from professional racing, it’s been driven at historic events such as Rennsport, the Classic 24 Hour at Daytona, and the Rolex Monterey Motorsports Reunion.

A short racing career and a pampered life make it a great investment. Bob Akin, the original owner, held on to the car until 1991, when it was sold to a Michigan doctor. After that, a restoration was performed under subsequent ownership by Sean Creech Motorsports, who were again commissioned in 2014 to perform a mechanical overhaul following the current owner’s purchase in 2012. The turbocharged 3.2L flat-six was rebuilt in 2015 by Klaus Fischer of Amalfi Racing. It’s also been fitted with new gearing to suit Sebring, Laguna Seca, and Daytona. Long gears and nearly 600 horsepower should make it new owner a very happy person.

Now, the car is currently being auctioned by Fantasy Junction at a current bid of $670,000. For more pictures and information on one of the most gorgeous racing cars in existence, check out the full listing on Bring a Trailer—you won’t be wasting your time.

Photo credit: Ben Hsu, Conceptcarz.com, The Marshall Pruett Archives, Dennis Gray for Sports Car Digest, Motorsport.com, Micheal DiPleco for Sports Car Digest, UltimateCarPage.com, and Bring a Trailer.


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Patrick Long Hustles an 800-Horsepower 935-84 Around Laguna Seca!

Though these three laps were supposed to calm, Patrick Long didn’t get the memo. Either that, or his natural talent was enough to carry him to ~1:31 laps around Laguna Seca during last year’s Rennsport Reunion VI. The unspoken rule at events like these is to take things a little calmer—these cars aren’t cheap—than one might in an IMSA race. Some more cynical observers might call them a high-speed procession. Long had different ideas.

Long, sporting a retro-styled helmet for the event, gets to grips quickly with the 935 after one relatively slow lap. Even when his first flyer begins, traffic hinders his progress and makes his time all the more impressive. After threading through a pack of 935s, he demonstrates his disapproval of the other driver with a telling shake of the head (2:37). For a driver who’s always so diplomatic and measured in his speech, it’s nice to see some real emotion brought out by the heat of battle.

After getting held up through Turn 6, Long shoots this driver an irritated glare.

Still, like a icy cool professional, he proceeds unfazed. Despite the traffic an relatively cold tires, he loses minimal time, puts the 800 horsepower down cleanly,and rows the slightly notchy four-speed so smoothly. Without any major errors, he snags a 1:34 and makes it look simple.

The second lap is even faster. Free from as much traffic, he can ring out the 3.2-liter motor over Laguna’s Turn 1 and give us a great idea of the small nuclear explosion he’s riding on top of. The power delivery is quite abrupt, but the car still puts it down without much any histrionics; only a bit of wheelspin in slower corners like Turn 2 and The Corkscrew. In fact, the most oversteer appears at turn-in—watch how he has to mildly countersteer as he but Long’s quick hands keep the car pointed in the right direction. Only a consummate professional like him can make it look easy.


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