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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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Here’s Everything Porsche Changed About The New 911 RSR

Porsche introduced the world to the mid-engine 911 back in 2017, and it has blown the world away with Porsche’s sports car efforts since. It won Le Mans in 2018, it’s netted more than a couple championships both in the IMSA series here in North America, as well as the FIA WEC international series. The switch to a mid-engine layout was made with aerodynamics in mind, allowing Porsche to engineer a larger and more effective rear diffuser for the car. Ahead of the start of the 2019/2020 FIA WEC season, which runs from September at Silverstone through next June at Le Mans, Porsche has launched a new 911 RSR to combat the updated and ever present threat of Ferrari, Aston Martin, and occasionally Corvette.

Here’s a walk through of everything that Porsche changed from the 2017 RSR to the 2019 RSR.


The 2019 spec 911 RSR has gained about 4 pounds over the outgoing car, which is the base weight as per the regulations. Part of this is due to the car’s increase in exterior dimensions. The 2019 911 RSR is 36mm longer at 4593mm total (less splitter, rear wing, and diffuser). All other dimensions remain the same as the outgoing car, except the rear track width has grown by 2mm, and the wheelbase has shrunk by 3mm. That’s a small enough difference to barely warrant mention.

The biggest difference between the old car and the new one is the brand new 4.2-liter engine, which replaces the existing 4-liter. Total power is rated the same, as the RSR is forced to use a restrictor to keep outright power around 550 horses. The difference here is in the power delivery, as the new engine moves its powerband down the spectrum, allowing for a wider useable throttle map and earlier torque delivery.

The Front: 

2017 RSR

2019 RSR

At the front you will instantly notice a revised front cooling duct with larger and wider openings, plus a new front splitter. The front air relief ducts have also changed, moving further back on the cowl. The fuel filler is now out of the airflow and pushed to one side of the car.

The Rear: 

2017 RSR

2019 RSR

The new car retains much of the same styling at the rear, though the diffuser has been changed around a bit, and the rear bumper fascia extends further down than the existing car’s does. The new tail lights look thinner and more 992-esque.


From the side you can see the major bodywork changes of the 2019 RSR, including a new side exhaust exit on the side of the car just in front of the rear wheel, and the massive new engine air inlets behind the door. The new exhaust outlet will likely allow the diffuser to be even more effective, as the pipes won’t be blocking the airflow.


2017 RSR

2019 RSR

Porsche worked extensively with its factory racers to develop a new cockpit that works better for their racing needs. New active and passive safety systems have been added to keep racers as safe as possible. The new steering wheel moves much of the car’s control systems within a finger’s reach, rather than over on the center console where the driver has to pull a hand off the wheel to adjust. A larger and easier to read screen sits in the middle of the wheel to keep the driver informed. And, of course, the center-mounted collision warning system gives drivers better warning of fast approaching LMP1 or DPi prototypes coming up from behind. Again, as before, the seat is rigidly mounted and the steering wheel/pedal assembly are adjustable toward the driver.

Comments on the new car:

“We never rest on our laurels. We’ve extensively analysed all factory and customer campaigns with the Porsche 911 RSR. Our engineers noticed room for improvement in a number of areas. We have made significant progress in the development of our car for the next three-year homologation period, especially in the complex areas of driveability, efficiency, durability and serviceability. Ninety-five percent of the car is new. The only components that we’ve kept unchanged from the predecessor are the headlights, brake system, clutch, driver’s seat and parts of the suspension. Tests so far have run excellently. We’re already looking forward to the first races of the 2019/2020 FIA WEC season.”

“We’ve been working on the concept of the new Porsche 911 RSR since 2017. The first designs were created using CAD software. In August 2018, the best racing nine-eleven to date completed its first kilometres on the factory’s own test track in Weissach. Another milestone was our long-run in March 2019 at Le Castellet, where we included the works teams from both the WEC and IMSA. We covered more than 6,000 kilometres over 30 hours without any technical hiccups. The drivers and engineers were very satisfied. The car received its racing homologation on 1st of July.” says Pascal Zurlinden, director of GT factory motorsport.

Technical data Porsche 911 RSR model year 2019:

• Single-seater race car for the FIA GTE category (USA: GTLM)

• Base weight: ca. 1,245 kg
• Length: 4,593 mm (without splitter, rear wing, diffuser)
• Width: 2,042 mm (front axle) / 2,050 mm (rear axle)
• Wheelbase: 2,513 mm

• Water-cooled six-cylinder boxer, positions in front of the rear axle; capacity 4,194 cc, stroke 81.5 mm, bore 104.5 mm; ca. 378 kW (515 hp) depending of restrictor; 4-valve technology; direct fuel injection; dry sump lubrication; single mass flywheel; power output limitation via restrictor; electronic throttle; side-exit exhaust system.

• Weight-optimised six-speed sequential constant-mesh gearbox; two-shaft longitudinal layout with bevel gear; shifting via electronic shift actuator; shift paddles on the steering wheel; magnesium gearbox casing; multi-disc self-locking differential with visco unit; three disc carbon race clutch.

• Weight-optimised bodyshell in aluminium-steel composite design; removable roof hatch; FT3 fuel cell in front of the car; welded-in roll cage; seat pursuant to FIA 8862-2009; rigidly mounted to the chassis; six-point safety harness for use with HANS®; longitudinally adjustable pedalry; aerodynamically-optimised and quick-release body components made of CFRP; rear wing with “swan neck” mounts; four-post air jack system with safety pressure valve; electronically activated fire extinguisher system; heated windscreen.

Front axle:
• Double wishbone front axle; four-way vibration damper; with coil spring setup; anti-roll bars, adjustable by blade position; electro-hydraulic power steering.

Rear axle:
• Integrated rear-axle subframe with double wishbone axle; four-way vibration damper; with coil spring setup; anti-roll bars, adjustable by blade positions; electro-hydraulic power steering; tripod drive shafts.

• Two independent brake circuits for front and rear axle, adjustable via balance bar.

Front axle:
• One piece aluminium six-piston racing callipers with quick release coupling; internally ventilated steel brake discs, 390 mm diameter; race brake pads; optimised brake cooling ducts.

Rear axle:
• One piece aluminium four-piston racing callipers with quick release coupling; internally ventilated steel brake discs, 355 mm diameter; race brake pads; optimised brake cooling ducts.

Wheels / Tyres
Front axle:
• One piece forged light alloy wheels, 12.5Jx18 offset 25 with centre lock nut and wheel nuts; Michelin slick 30/68-18.

Rear axle:
• One piece forged light alloy wheels, 13Jx18 offset 37 with centre lock nut and wheel nuts; Michelin slick 31/71-18.

• Cosworth Central Logger Unit; CFRP multi-functional steering wheel with integrated display; shift paddles and quick release; Collision Avoidance System; controlled alternator in connection with LiFePo4 battery; LED headlights; LED taillights plus rain light; illuminated car number and leader light system; black light inside cockpit; electric adjustable wing mirrors with memory function; tyre pressure monitoring system (TPMS); drink system; air conditioning system; membrane switch panel on centre console with fluorescent labelling.


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Barks of the 996 GT3 RSR Bounce Off Monza’s Trees

Though not the fastest car through Parabolica, the 996 RSR’s baritone bellow is very entertaining.

The signature bark of the 996 GT3 RSR is unmistakable to the sonically sensitive Porschephile. They recognize the dry blat-blat-blat of the 3.6-liter under deceleration and heel-toe and from years ago when they heard those same sounds bounce off the walls at places like Sebring and Daytona. The rasp, the throatiness, and the absence of gearbox noise help it stand out as a distinct piece of music in the Porsche anthology.

The varied soundtrack accompanies a motor that screams to a tick over 8,000 rpm, and made ~445 horsepower while up there. Just a hair under 300 lb-ft was the churning force this motor produces, and though that’s not an exceptional amount by today’s standards, it is plenty of shove to propel a car weighing ~2,400 pounds. With a six-speed sequential to row through, it reaches a much higher top speed than one would imagine after watching it accelerate seemingly casually out of Monza’s hairpins.

Great stability on the brakes is one of this car’s obvious strong suits.

Fortunately, these two RSRs brake very well and exhibit great stability while decelerating. The 380mm and 355mm discs front and rear, respectively, bring the Porsche to a halt without much fidgeting. To run at somewhere like Le Mans for 24 hours, the car had to be reasonably stable. The big wing and diffuser help, but by modern standards, the 996 RSR’s areo doesn’t look like that a factory racer.

Still, after Looking at the body movement and the comparatively simplistic bodywork you get a sense of how far GT cars have come in the last fifteen years Body control, downforce, and braking performance are simply different level. Now, GT3 cars are built more like prototypes with an emphasis on aero grip, while back then, cars had to be managed more at lower speeds and slid in a subtle fashion. The steady forward march of progress, right?


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