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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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Ride Along For A Frantic Lap Around the ‘Ring in a 1976 Porsche Turbo

Though the Widowmaker strikes fear into the hearts of many, this footage suggests it’s not necessarily as fearsome as its reputation suggests. While it wouldn’t be fair to call it a pussycat, this example looks approachable by a talented shoe. Granted, the car here is heavily modified and the man in the seat is one of the best instructors at the Nurburgring, but it shows that the classic 911 Turbo can be tamed with a delicate touch.

It looks slightly pushy at turn-in, but the car is planted and settled under throttle. It even leaps out of corners with a hint of oversteer here and there (4:29). Predictable enough, but its high-speed manners are what are the most surprising. It looks friendly—almost tame, and though the steering writhes around in Andreas Gülden’s hands, it looks like the most laborious part of driving the car is rowing that shifter!

Such a confidence-inspiring car is a huge asset during the 24 Hour Classic, where serious speed differentials separate the pros in faster cars from the hordes of playful amateurs in mildly modded E30s. As a result, quick decisions must be made frequently.

Gülden’s negotiation of traffic is even more impressive than his stylish and understated driving. Huge traffic jams decorate the 16.12-mile course (7:34), and he can quickly switch his pace from banzai to drive-through lane at the drop of a hat. He can also pounce at the precise moment without compromising either’s safety (11:12). He’s the real deal alright.

He keeps his professional cool until he’s cramped by a Golf at higher speeds (9:01). His gesticulation is justified; the oblivious driver ahead needs to provide the faster cars a way through—especially in the fastest sections of the track. Like a seasoned pro, he proceeds unfazed until his podium hopes are dashed with mechanical failure of some sort (12:32). To suffer something like that to happen in one of the Nordschleife’s most intimidating corners and not panic deserves some sort of prize, though.

Not the hand gesture I would’ve picked, but it show remarkable composure in dangerous situations.

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The 2020 Porsche Taycan Makes An Appearance At The Formula E Finale In New York City

We are about 2 months away from the official launch of Porsche’s first all electric street car, the Taycan. In the lead up to the car’s official public unveiling, Porsche trotted one out to Brooklyn, New York to give potential consumers and EV heads a look at the thing. Porsche has already signed Neel Jani to drive the company’s Formula E racer in the 2019/20 season, and he was on hand to give the Taycan a proper flogging.

Jani on the drive: « Like our Formula E car, it has a Porsche drivetrain that is designed for performance and reliability. No matter whether it is a racing car or a series-production model, it is extremely important to drive many miles in the test phase and to gain experience with the vehicle.”

This is the Taycan’s final appearance as a « prototype » following similar events in China and Great Britain.

 
https://youtu.be/p4tdri6xS6Q
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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.

Dimensions: 

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.

Side: 

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.

Inside: 

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:

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

Weight/dimensions
• 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

Engine
• 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.

Transmission
• 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.

Body
• 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.

Suspension
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.

Brakes
• 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.

Electrics
• 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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Watch BBi Autosport’s Record Breaking Pikes Peak Run

This turbocharged Porsche 911 GT3 Cup car ran at the Pikes Peak International Hill Climb on Sunday, claiming second overall behind an open cockpit prototype, and breaking the Time Attack 1 class record by more than 14 seconds. Pro rally driver and PPIHC veteran Raphael Astier took the checkered flag in just 9 minutes 23.721 seconds. You can watch the full run below.

Perhaps the most interesting thing about this time is that Raph Astier was clearly frustrated at the top of the mountain, saying that there was something wrong with his engine. So it’s possible that this crazy build had even more time in it if things hadn’t gone wrong. Here he is giving an interview immediately after the run. You can see the disappointment in his face.

And if you want to know the backstory of this Porsche’s build up in the weeks leading up to Pikes Peak, thankfully the Hoonigans documented the whole thing. Check that out, in three parts, below. The BBi team cut it awfully close, getting the car operational just hours before they needed to leave for Colorado. It’s a hectic build. Hopefully they can improve on this formula and bring it back to the mountain next year.

Part 1 –

Part 2 –

Part 3 –

 
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