Short: Herbert von Karajan's Porsche 930 3.0 Spezial chassis 9305700208

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HISTORY OF CHASSIS 9305700208

Thanks to a unique specification requested by its famous first owner, chassis 9305700208 ranks among the most significant Porsche 930s.

The car was built to the special order of Herbert von Karayan, a long-time Porsche customer and arguably the world’s best known conductor at the time.

As a prolific recording artist, von Karayan was able to indulge in a long list of fine motor cars after World War 2. Among his most famous acquisitions were a Porsche 550, a brace of sixties Ferrari Berlinettas and one of the seven Ford GT40 Mk3 road cars.

After his 356 A Speedster and 550 (purchased during the 1950s), von Karajan returned to Porsche in a big way in the 1970s. A 911 2.2 S Coupe was initially replaced by a 3-litre Carrera RS in 1974. However, the RS was sold after a few months to make way for a truly individual machine; von Karayan’s famous 930 Spezial.

Delivered in early 1975, Porsche supplied their client with a uniquely appointed 930 from the first year of production. It came equipped with a tuned engine, Cibie spot lamps and a roll bar trimmed in blue leather to match the rest of the upholstery.

It also had a very special colour scheme.

On his many visits to the Porsche racing department, von Karayan had seen the factory 911 RSRs up close and, for his 930, he commissioned a one-off livery inspired by the 1973 and 1974 Martini team cars.

0208 was registered on the Austrian licence plate GR-46892.

In 1976, von Karajan was photographed sitting in the car for the cover of his 'Famous Overtures' album.

0208 was later acquired by Porsche for their museum in Stuttgart.

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VIN: the works Porsche 917 chassis 002

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HISTORY OF CHASSIS 002

Of the 25 917s built to secure homologation, chassis 002 was one of nine that saw competitive action in 1969.

002 appeared in public just twice.

Its first outing came at the Le Mans Test in late March where it was driven by Rolf Stommelen to set fastest time of the day. One of two 917s taken to la Sarthe, both examples ran the original Langheck body configuration.

In Stommelen’s hands, 002 hit an astonishing 220mph down the Mulsanne Straight.

Three weeks later, 002 took its place in the factory line up for the FIA homologation inspection.

Once homologation had been approved (on May 1st 1969), 002 was taken to Belgium for the Spa 1000km World Sportscar Championship race. By this time, it had been reconfigured with the new Kurzheck rear body section.

Spa marked the 917’s competition debut. 002 was to be driven by Gerhard Mitter and Udo Schutz.

Its sister car from the Le Mans Test (003) was taken for Jo Siffert and Brian Redman. While Siffert and Redman elected to race the more stable 908, Mitter and Schutz persevered with the 917.

After qualifying eighth, 002’s plain white body had a dihedral red noseband added for the race.

However, the car suffered engine problems from the off and Mitter crawled round to the pits where 002 was retired at the end of the opening lap.

Once returned to the factory, the car was subjected to Porsche’s Long Distance Life Test. The Long Distance Life Test was carried out on several 917s to check the fatigue rates of major components.

Upon completion of this work 002 was scrapped.

Notable History

Porsche System Engineering

30/03/1969 IND Le Mans Test (R. Stommelen) 1st oa, 1st S5.0 class (#45)
21/04/1969 Factory homologation presentation
11/05/1969 WSC Spa 1000km (G. Mitter / U. Schutz) DNF engine (#30)

Subject to Long Distance Life Test and then scrapped

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VIN: the Obermaier Racing Porsche 956 chassis 109

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HISTORY OF CHASSIS 109

Chassis 109 was one of the dozen 956s built for customer teams in 1983.

109 was purchased by Hans Obermaier who ran Obermaier Racing, a Porsche motorsport workshop in Halsbach, Bavaria.

The team’s number one driver, Jurgen Lassig, debuted the car in a DRM race at Zolder where it appeared with plain white bodywork and backing from Akemi chemicals.

Obermaier then secured a two-year title sponsor package from Hugo Boss men’s fashion and chassis 109 was re-liveried a distinctive black and white pinstriped colour scheme.

Obermaier Racing contested a mixture of World and European Championship rounds over the next two seasons plus the occasional DRM appearance and outings at the annual Norisring Trophy.

Despite never making in onto the podium, 109 routinely finished in the top five throughout 1983 and also took seventh overall at Le Mans. Fourth place finishes in the World Championship events at Monza, Silverstone and the Nurburgring were season highlights.

For 1984, chassis 109’s colour scheme was switched to pinstriped white, blue and turquoise. Iit remained a frequent top six finisher although it failed to see the chequered flag at Le Mans. The best result for the Boss-backed car at World Championship level in 1984 was fifth at the Spa 1000km.

In 1985, Obermaier Racing ran a blue and white livery to reflect new sponsorship from Ducados cigarettes and Euro Hi-Fi. Long-term patron Terra-Rent construction machinery remained on board as well.

The team failed to finish in only one of the eight races they contested that season. Their best result was sixth in the World Championship race at Mugello. The car also contested its third Le Mans 24 Hours and finished a creditable eighth overall.

Chassis 109’s last year of competition was 1986 when it ran exclusively in the World Sportscar Championship. Now sporting a new white and blue livery with yellow flanks, sponsorship came from the Babycresci children’s clothing company and Bontempi musical instruments.

109 failed to finish only once (its final outing when the turbo blew). The car scored a brace of fourths at Jerez and the Nurburgring to illustrate just how competitive it still was. 1986 also saw chassis 109 have its best run at Le Mans where it finished fifth overall.

956s were banned on safety grounds from 1987 which forced 109 into retirement.

Obermaier Racing did later return to top flight racing with a 962C in 1989, but for the next couple of seasons, the Bavarian outfit focused on the Porsche 944 Turbo Cup with driver Harald Grohs.

Chassis 109 was sold to Lars Jonsson in Sweden.

Notable History

Han Obermaier (Obermaier Racing), Germany

White Akemi livery

20/03/1983 DRM Zolder (J. Lassig) ran (#10)

Black and white Boss livery

10/04/1983 WSC Monza 1000km (A. Plankenhorn / J. Barth / J. Lassig) 4th oa, 4th C class (#18)
01/05/1983 DRM Avus (J. Lassig) 4th oa, 4th C class (#10)
08/05/1983 WSC Silverstone 1000km (A. Plankenhorn / H. Grohs / J. Lassig) 4th oa, 4th C class (#18)
29/05/1983 WSC Nurburgring 1000km (A. Plankenhorn / H. Heyer / J. Lassig) 4th oa, 4th C class (#18)
19/06/1983 WSC Le Mans 24 Hours (A. Plankenhorn / J. Lassig / D. Wilson) 7th oa, 7th C class (#18)
03/07/1983 DRM Norisring (J. Lassig) DNF (#122)
03/07/1983 IND Norisring Trophy (J. Lassig) DNS (#22)
04/09/1983 WSC Spa 1000km (A. Plankenhorn / J. Lassig / H. Regout) 5th oa, 5th C class (#18)
18/09/1983 EEC Brands Hatch 1000km (A. Plankenhorn / J. Lassig / H. Regout) 5th oa, 5th C class (#18)
16/10/1983 EEC Imola 1000km (J. Lassig / A. Plankenhorn / H. Regout) 5th oa, 5th C class (#18)
23/10/1983 EEC Mugello 1000km (J. Lassig / H. Regout / A. Plankenhorn) 5th oa, 5th C class (#18)

Blue, white & turquoise Boss livery

23/04/1984 WSC Monza 1000km (A. Plankenhorn / J. Lassig / G. Fouche) DNF (#47)
13/05/1984 WSC Silverstone 1000km (J. Lassig / G. Fouche / H. Regout) DNF (#18)
17/06/1984 WSC Le Mans 24 Hours (J. Lassig / G. Fouche / J. Graham) DNF (#47)
01/07/1984 DRM Norisring (J. Lassig) 4th oa, 4th C1 class (#15)
01/07/1984 IND Norisring Trophy (H. Grohs) 6th oa, 6th C1 class (#15)
15/07/1984 WSC Nurburging 1000km (J. Lassig / D. Sutherland / M. Thackwell) 21st oa, 14th C1 class (#18)
02/09/1984 WSC Spa 1000 km Spa (H. Regout / J. Lassig / P. Martin) 5th oa, 5th C1 class (#18)
16/09/1984 WSC Imola 1000 km (J. Lassig / H. Grohs / H. Regout) 6th oa, 6th C1 class (#18)

White and blue Ducados livery

14/04/1985 WSC Mugello 1000km (M. Thackwell / H. Regout / J. Lassig) 6th oa, 6th C1 class (#26)
28/04/1985 WSC Monza 1000km (J. Lassig / H. Regout / J. Pareja) DNF (#26)
12/05/1985 WSC Silverstone 1000km (H. Regout / J. Lassig / J. Pareja) 7th oa, 7th C1 class (#26)
16/06/1985 WSC Le Mans 24 Hours (J. Lassig / H. Regout / J. Pareja) 8th oa, 8th C1 class (#26)
29/06/1985 DRM Norisring (J. Lassig) 6th oa, 6th C1 class (#26)
30/06/1985 IND Norisring Trophy (J. Lassig) 8th oa, 8th C1 class (#26)
14/07/1985 WSC Hockenheim 1000km (H. Regout / J. Lassig / J. Pareja) 7th oa, 7th C1 class (#26)
01/09/1985 WSC Spa 1000km (K. Lassig / H. Regout / J. Pareja) 8th oa, 8th C1 class (#26)

White, blue and yellow Babycresci livery

20/04/1986 WSC Monza 360km (F. Ballabio / R. Hamann) 7th oa, 7th C1 class (#9)
04/05/1986 WSC Silverstone 1000km (J. Lassig / F. Ballabio / D. Wood) 12th oa, 12th C1 class (#9)
01/06/1986 WSC Le Mans 24 Hours (J. Lassig / F. Ballabio / D. Wood) 5th oa, 5th C1 class (#9)
29/06/1986 WSC Norisring 200 mile (J. Lassig) 7th oa, 7th C1 class (#9) Hans Obermaier
20/07/1986 WSC Brands Hatch 1000km (J. Lassig / D. Wood / Ballabio) 8th oa, 7th C1 class (#9)
03/08/1986 WSC Jerez 360km (F. Ballabio / D. Wood / J. Lassig) 4th oa, 4th C1 class (#9)
24/08/1986 WSC Nurburgring 1000km (J. Lassig / H. Grohs / F. Ballabio) 4th oa, 4th C1 class (#9)
15/09/1986 WSC Spa 1000km (J. Lassig / H. Regout / D. Wood) DNF (#9)

Later sold to Lars Jonsson, Sweden

Text copyright: Supercar Nostalgia
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VIN: the works / Gesipa Racing Team Porsche 917 / 917 K chassis 007

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HISTORY OF CHASSIS 007

25 917s were originally assembled to secure homologation but not all were fully operational. Once homologation had been approved, 15 cars were dismantled to be properly built at a later date.

As for the ten 917s that remained, the first (001) was used for promotional and development duty while the other nine all saw some kind of competitive action during 1969.

Chassis 007 was one of three 917 Langhecks raced at Le Mans that year. Two of these were works cars while the third was delivered to privateer John Woolfe.

Driven by Rolf Stommelen and Kurt Ahrens Jr., chassis 007 was painted white with a yellow nose and ran a special 585bhp engine. It started from pole position but succumbed to an oil leak after 148 laps.

Whereas several of the other 1969 917s were subject to Porsche’s Long Distance Life Test and scrapped, 007 escaped such a fate.

At the end of the season, it was rebuilt to 1970 Kurzheck trim. 007 was then sold to Hans-Georg Biermann who ran GESIPA Blindniettechnik GmbH in Frankfurt, better known as Gesipa Rivets.

007 was painted the company colours of light blue and yellow. In this configuration, it contested more than a dozen races during 1970 including a trio of World Sportscar Championship events and the entire Interserie campaign.

The six-race Interserie programme yielded two wins and three seconds which enabled Jurgen Neuhaus to claim the inaugural title.

Neuhaus also won non-championship races at Zolder and Mainz-Finthen.

However, in its final race of 1970, chassis 007 was heavily damaged at Montlhery. That weekend, Neuhas was joined in the car by Porsche’s new test driver, Willi Kauhsen. Kauhsen had a monumental accident at Virage de la Ferme.

The car was subsequently returned to Porsche and rebuilt as a Group 7 Spyder for the 1971 season.

That year, Michael Weber was employed to drive. His best result was a second place finish at Hockenheim.

Weber finished the season third in the standings.

At the end of 1971, chassis 007 was retired from competition duty.

Notable History

Porsche System Engineering

21/04/1969 Factory homologation presentation
15/06/1969 WSC Le Mans 24 Hours (R. Stommelen / K. Ahrens Jr.) DNF oil leak (#14)

Sold to Hans-Georg Biermann (GESIPA Blindniettechnik GmbH), Frankfurt

29/03/1970 IND Zolder (J. Neuhaus) 1st oa, 1st S class (#??)
25/04/1970 WSC Monza 1000km (J. Neuhaus / H. Kelleners) 10th oa, 7th S5.0 class (#14)
17/05/1970 WSC Spa 1000km (J. Neuhaus / H. Kelleners) DNF crash (#30)
31/05/1970 WSC Nurburgring 1000km (J. Neuhaus / H. Kelleners) DNF wheel (#54)
21/06/1970 IND Mainz-Finthen International (J. Neuhaus) 1st (#??)
28/06/1970 INT Norisring (J. Neuhaus) 1st oa (#12)
05/07/1970 INT Hockenheim (J. Neuhaus) 6th oa (#16)
11/07/1970 INT Croft (J. Neuhaus) 2nd oa (#22)
16/08/1970 IND Wunstorf (J. Neuhaus) 2nd oa, 2nd SRP2.0+ class (#8)
23/08/1970 INT Keimola (J. Neuhaus) 2nd oa (#2)
20/09/1970 INT Thruxton (J. Neuhaus) 1st oa, 1st 2.0+ class (#1)
11/10/1970 INT Hockenheim (J. Neuhaus) 2nd oa, 1st S2.0+ class (#62)
18/10/1970 IND Paris 1000km, Montlhery (J. Neuhaus / W. Kauhsen) c. 12th oa, 4th P class (#3)

Although classified as a finisher at Montlhery 007 was heavily crashed
Returned to the factory and rebuilt as 917 Spyder

02/05/1971 INT Imola (M. Weber) 6th oa (#14)
06/06/1971 INT Zolder (M. Weber) 5th oa, 4th Gr.7 class (#14)
04/07/1971 INT Hockenheim (M. Weber) 4th oa (#13)
11/07/1971 INT Norisring (M. Weber) 7th oa (#14)
22/08/1971 INT Keimola (M. Weber) 5th oa (#??)
12/09/1971 INT Imola (M. Weber) 6th oa (#??)
03/10/1971 INT Hockenheim (M. Weber) 2nd oa (#13)
17/10/1971 IND Paris 1000km, Montlhery (H. Marko / M. Weber) DNF overheating (#5)

1973 sold to Albert Pfuhl, Germany

1974 sold to Hans-Dieter Blatzheim, Germany

Text copyright: Supercar Nostalgia
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VIN: the Martini Racing Porsche 911 2.2 Carrera RSR Turbo chassis 9114609016 R9

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HISTORY OF CHASSIS 9114609016 R9

R9 was one of four 911 RSR Turbos campaigned by the Martini-backed works team in the Group 5 three-litre Prototype class of the 1974 World Sportscar Championship. The programme’s aim was to provide valuable experience for a new line of turbocharged 911 racing cars.

As the RSR Turbos were pitched directly against scratch-built Group 5 Prototypes from Matra, Mirage and Alfa Romeo, the production-based 911 was not expected to be in contention for class or outright wins. Nevertheless, several highly impressive results were achieved during the season.

Along with chassis R12, R9 was present for the RSR Turbo’s first public showing at the annual Le Mans Test in late March. Completed late, the cars were totally unsorted and a real handful to drive. Gijs van Lennep and Herbert Muller posted seventh quickest time in R9.

The test weekend closed with a non-championship two hour race. Muller and van Lennep started fifth but retired at mid-distance with turbocharger trouble.

R9 then served as the T-car at Monza and Spa before being recalled for competition duty at the Nurburgring 1000km. Driven on this occasion by Manfred Schurti and Helmut Koinigg, it qualified 14th and finished seventh.

Both RSR Turbos looked decidedly second-hand afterwards; the big rear wing was blamed for obscuring rear vision which led to a number of bumps with other cars during the seven hour race.

At the newly opened Imola circuit two weeks later, R9 was back in the hands of van Lennep and Muller.

After an initially fast start from sixth on the grid, van Lennep began to slow. The freshly laid surface had caused his tyres to blister severely. The car was also jumping out of gear and operating without the second cog at all.

R9 limped on for several more hours, slowly getting worse until Muller stopped when the gearbox finally expired.

The car’s last outing came at the Zeltweg 1000km. This was two weeks after the sister car, R13, had taken second overall at Le Mans.

R9 posted sixth fastest time in qualifying and ran reliably for most of the Austrian event. However, late on, Muller was hampered by a broken throttle linkage which he pulled over and fixed out on track. Muller and van Lennep eventually claimed sixth overall.

With the season over, R9 returned to the factory.

In 1975 it was sold to Dr. William Jackson who was building an exceptional Porsche collection in Denver, Colorado.

Dr. Jackson retained the car for the next 25 years before it passed to the late Matt Drendel in Hickory, North Carolina.

Notable History

Porsche System / Martini Racing Team
Silver Martini livery

24/03/1974 IND Le Mans Test (G. van Lennep / H. Muller) 7th oa, 7th S3.0 class (#9)
24/03/1974 IND Le Mans 4 Hours (G. van Lennep / H. Muller) DNF (#9)
25/04/1974 WSC Monza 1000km (T-car) - (#8T)
05/05/1974 WSC Spa 1000km (T-car) - (#14T)
19/05/1974 WSC Nurburgring 1000km (M. Schurti / H. Koinigg) 7th oa, 7th S3.0 class (#9)
02/06/1974 WSC Imola 1000km (G. van Lennep / H. Muller) DNF (#6)
30/06/1974 WSC Zeltweg 1000km (G. van Lennep / H. Muller) 6th oa, 6th S3.0 class (#7)

1975 sold to Dr William Jackson, Denver, Colorado

2000 sold to Matt Drendel, Hickory, North Carolina

Text copyright: Supercar Nostalgia
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VIN: the Martini Racing / Count Rossi Porsche 917 K chassis 030

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HISTORY OF CHASSIS 030

Chassis 030 raced just once.

Its sole competition outing came at the Zeltweg 1000km on 27th June 1971 which was the penultimate round of that year’s World Sportscar Championship.

Entered by the factory but run under the auspices of Hans-Dieter Dechent’s works-assisted Martini International Racing Team, the car featured an experimental transistorised anti-lock braking system about which Porsche’s engineers were highly secretive.

In the hands of Helmut Marko and Gerard Larrousse, 030 qualified third behind the pole-sitting John Wyer 917 K of Pedro Rodriguez / Richard Attwood. The works Ferrari 312 P of Jacky Ickx / Clay Regazzoni lined up second.

After circulating at the sharp end of the race for nearly four hours, 030 crept into the pits. While lying second it had suffered a right rear puncture that damaged the bodywork and sent Larrousse off track.

A lengthy pit stop ensued, after which Marko was sent back out. However, the by now heavily taped 917 K was handling unpredictably and, when the rear lights stopped working on the 122nd lap, chassis 030 was retired.

Zeltweg would be the last time a Martini 917 appeared as Dechent’s team were not present at Watkins Glen for the world series finale a month later. Porsche had already wrapped up the 1971 championship and only the Gulf-backed John Wyer squad did any further racing with works 917s.

030 returned to the factory for repair.

Over the next twelve months, the car was used as an ABS test bed during which time it was modified with distinctive cooling vents atop each front wing. It was then retired from active duty and stored.

After starting an association with Porsche in 1968, Martini & Rossi continued to back the works team for much of the 1970s. As a token of their appreciation for his patronage, in 1975, the factory supplied Count Rossi with chassis 030, the only 917 ever officially prepared for road use.

Chassis 030 was painted silver with matching wheels and fitted with a black leather.

Exhaust mufflers were installed but, as the 917 had never been type approved, the car’s registration proved problematic.

After several European authorities refused to cooperate, 030 was eventually accepted by the US state of Alabama. A licence was granted on the understanding the Porsche never came close to the state border.

Count Rossi was true to his word and, after he took delivery in April 1975, the car remained in Europe.

With a power-to-weight ratio approaching 750bhp per ton, a top speed of around 240mph and 0-62mph time of 2.6 seconds, 030 was undisputably the fastest road car on the planet.

Count Rossi retained the silver Porsche until his death in 2003 at which point it passed to his son.

Notable History

Martini International Racing Team
White Martini livery

27/06/1971 WSC Zeltweg 1000km (H. Marko / G. Larrousse) DNF (#28)

Used for test and development

1975 converted for road used by the factory
Repainted silver with black interior

April 1975 gifted to Count Teofilo Guiscardo Rossi di Montelera, Italy
Registered on Alabama licence plate 61-277 37

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VIN: the John Fitzpatrick Racing / Paul Vestey Porsche 956 chassis 110

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HISTORY OF CHASSIS 110

Purchased new in May 1983, chassis 110 was one of two 956s sold that year to John Fitzpatrick Racing (JFR). The other was chassis 102.

Painted white with triple-tone blue stripes, the JFR cars were variously backed by JDavid investments, Skoal tobacco, Sachs dampers, BP fuel and Carwil construction equipment.

Chassis 110 made its debut at the Le Mans 24 Hours in June where it qualified eleventh. It was running fourth over night when the fuel pump expired which put the car out of the race.

After Le Mans, chassis 110 qualified tenth and took third at the Norisring Trophy before heading out to the USA where JFR were campaigning a Kremer 935 K4 in select rounds of the IMSA championship. The team had also run a Joest Racing 935 alongside the K4 earlier in the season, but this car was destroyed in Rolf Stommelen’s fatal crash at the Riverside 6 Hours in April.

Because the driver’s feet were ahead of the front axle in a 956, the model was banned from competing in IMSA events on safety grounds. However, it was legal for use in the Can-Am championship. JFR entered chassis 110 at Road America (where it took pole and won) and then at Mosport (where it started fifth and finished third). The victory at Road America would be the 956’s only win on American soil.

Upon its return to Europe, chassis 110 contested the 1000km race at Brands Hatch. After qualifying fourth, John Fitzpatrick and Derek Warwick scored a famous victory. Chassis 110 beat the two Rothmans-backed works cars, a feat managed by just one other privateer 956 (chassis 117 at Le Mans in 1984).

At the Imola 1000km World Championship race in mid-October, chassis 110 qualified fifth and finished second. The 1000km race at Mugello one week later saw a third place grid slot translate into a fourth place finish. The races at Brands Hatch, Imola and Mugello were stand alone rounds of the European Endurance Championship, a series run in conjunction with the 1983 World Endurance Championship.

Chassis 110’s final outing of 1983 came in the world series finale at Kyalami. After starting fourth, David Hobbs spun off in a sudden downpour (the car’s second DNF of the season).

1984 saw chassis 110 switch to a white livery with triple-tone green stripes to reflect backing from title sponsor, Skoal tobacco.

At the Monza 1000km race in April it qualified ninth but failed to finish after a wheel broke free mid distance.

The car then started from tenth and finished third in the 1000km race at Silverstone.

After this pair of World Championship events, chassis 110 was sold to Paul Vestey. On Vestey’s behalf, Adrian Hamilton had approached John Fitzpatrick with a view to purchasing the car following its historic victory at Brands Hatch in 1983.

Vestey had chassis 110 prepared by Charles Ivey Racing and entered it for the 1984 Le Mans 24 Hours. Now in a silver, white and black livery, the Rollei cameras-sponsored car started 31st. Drivers Alain de Cadanet, Allan Grice and Christ Craft had risen to eleventh overall when the engine lost a cylinder on Sunday morning.

Following its appearance at Le Mans, chassis 110 was returned to Charles Ivey where it was rebuilt.

Soon afterwards, the car was sold to Californian Porsche collector, Jamey Mazzotta.

Mazzotta retained chassis 110 until September 2002 at which point it was sold to Henry Pearman in the UK.

Notable History

John Fitzpatrick Racing
White and triple-tone Blue livery

19/06/1983 WSC Le Mans 24 Hours (D. Quester / J. Fitzpatrick / D. Hobbs) DNF (#11)
03/07/1983 IND Norisring Trophy (J. Fitzpatrick) 4th oa, 4th C class (#11)
17/07/1983 CAM Road America (J. Fitzpatrick) 1st oa, 1st 2.0+ class (#11)
11/09/1983 CAM Mosport Can Am (J. Fitzpatrick) 3rd oa, 3rd 2.0+ class (#11)
18/09/1983 EEC Brands Hatch 1000km (D. Warwick / J. Fitzpatrick) 1st oa, 1st C class (#11)
16/10/1983 EEC Imola 1000km (J. Fitzpatrick / D. Hobbs) 2nd oa, 2nd C class (#11)
23/10/1983 EEC Mugello 1000km (T. Boutsen / J. Fitzpatrick / D. Hobbs) 4th oa, 4th C class (#11)
10/12/1983 WSC Kyalami 1000km (T. Boutsen / D. Hobbs / D. Wilson) DNF (#11)

White and triple-tone green livery

23/04/1984 WSC Monza 1000km (R. Keegan / G. Edwards) DNF (#55)
13/05/1984 WSC Silverstone 1000km (R. Keegan / G. Edwards) 3rd oa, 3rd C1 class (#55)

Sold to Paul Vestey
Silver, white and black livery

17/06/1984 WSC Le Mans 24 Hours (A. De Cadenet / A. Grice / C. Craft) DNF (#21)

Sold to Jamey Mazzotta, USA

Sold to Henry Pearman, England

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VIN: the Rothmans Racing Porsche 956 chassis 002

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<<<956 PORTAL
<<<956 FOR SALE

HISTORY OF CHASSIS 002

Chassis 002 was one of three brand new 956s taken to the 1982 Le Mans 24 hours.

The prototype, chassis 001, had debuted at the Silverstone 6 Hours a month earlier and Le Mans would be the 956’s second event.

Chassis 002, 003 and 004 raced at Le Mans and 001 was used for practice.

002 was driven by Jacky Ickx and Derek Bell who had eight Le Mans wins between them and were favourites for victory.

Ickx set his pole position time early in qualifying and started the race circumspectly. He dropped as low as sixth before retaking the lead from Mass on lap eight.

By mid distance, all the 956’s serious rivals had retired.

Porsche maintained first and second positions through the night with Ickx / Bell a lap ahead of Mass / Schuppan in the sister car. With no challengers in sight, the race became processional and the lead pair were able to circulate 30 seconds off their practice pace.

002 only suffered a couple of issues during the event. A slight misfire in the early hours of Sunday was caused by an incorrect fuel balance and was remedied by richening the mixture. Then, shortly before 11am, Ickx limped round the circuit with a punctured tyre and his five lap lead over Mass / Schuppan was reduced to two.

After 20 hours of racing, Ickx and Bell were back to three laps clear of the second placed 956. Wth two hours to go, the Haywood / Holbert / Barth 956 moved into third.

For the last half hour, the Porsches ran in formation to the chequered flag.

The 956 took all three podium positions and gave Porsche its most convincing Le Mans victory to date.

Ickx and Bell finished three laps clear of the Mass / Schuppan sister car and 19 ahead of Haywood / Holbert / Barth in third.

002 was thereafter retired from active duty and retained by Porsche as a museum exhibit.

Notable History

Rothmans Porsche

20/06/1982 WSC Le Mans 24 Hours (J. Ickx / D. Bell) 1st oa, 1st C class (#1)

Retained by Porsche

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

VIN: James Dean's Porsche 356 A 1500 Super Speedster chassis 80126

<<<PORSCHE PORTAL
<<<356 A PORTAL
<<<356 A FOR SALE

HISTORY OF CHASSIS 80126

The car most closely associated with James Dean was the Porsche 550 he acquired in September 1955 (chassis 0055). However, his introduction to the German marque came six months beforehand.

Fresh from his Oscar-nominated role in East of Eden, Dean was about to start filming his second Hollywood movie, Rebel Without a Cause.

Unbeknown to Warner Brothers (who had signed the actor on a multi-picture deal), Dean had decided he wanted to take up motor racing.

Two days before filming started, he lined up for his first event; a six lap Preliminary race for under 1.5-litre production cars at the Palm Springs airfield circuit.

His car was a brand new 356 A Speedster purchased a couple of weeks beforehand from Competition Motors, the Porsche dealership in Hollywood owned by John von Neumann. Equipped with the top level 1500cc Super engine and mesh headlight guards, the white over black Porsche bore chassis number 80126 and registration ZU73378.

By the time he arrived at Palm Springs on March 26th, Dean had already racked up over 1000 miles on the mountain roads of Santa Monica.

The Palm Springs event was organised by the Sports Car Club of America (SCCA) and the Speedster was the ideal car for its under 1500cc F Production class.

In his first race, Dean took the lead and held on until the chequered flag. Victory meant he also qualified for the 27 lap main event the next day where under 1500cc production machinery ran alongside modified cars of a similar displacement.

Dean finished third overall behind the modified MG Specials of Ken Miles and Cy Yedor. He won the production class and was later promoted to second overall when Miles was disqualified for an infraction.

Mid-way through filming Rebel Without a Cause, Dean entered the Speedster for his next race which would be held at the Minter army air field base in Bakersfield.

This was an SCCA National level meet and the six-lap Preliminary on April 30th was open to production and modified cars of up to 1500cc. Dean finished third overall to win the production class behind the modified MG Special of Joe Playan and the Devin-Panhard of Jean-Pierre Kunstle.

This result meant he qualified for the following day’s main event, a 25 lap race with a packed field of machinery.

On the Sunday, Dean was beaten to production class honours by Springer Jones in another Super-engined 356 Speedster. Jones and Dean had diced for much of the race and eventually finished eighth and ninth overall respectively. Dean was second in the production class while outright victory went to John von Neumann in a Porsche 550.

By the end of May, Rebel Without a Cause was in post-production and Dean’s next movie, Giant, had just got underway.

He entered the 356 for an SCCA Regional event at the Santa Barbara airfield on Saturday May 28th but had to miss his Preliminary as he was working at the Warner Brothers studios.

Dean nevertheless took the three-hour drive up the following Sunday and contested a ten lap under 1500cc production car race. Having missed practice, he started well down the field (18th) and had to finish in the top three to qualify for the afternoon’s main event. By the fifth lap, he was up to fourth but the little Porsche then suffered a piston failure and retired.

When Giant director, George Stevens Sr., found out that Dean had been at Santa Barbara, he ordered the young actor not to race again until filming had finished.

Dean agreed, but began the search for a quicker car with which to compete at summer’s end.

On September 21st (the day before Giant wrapped), Dean traded the 356 plus $3000 in cash for a new Porsche 550 his friend Lew Bracker had seen at Competition Motors.

That day, Dean took the 550 to show Bracker who promptly went out and traded his normal-engined Speedster for Dean’s lightly used Super example.

Bracker used 80126 as an everyday car for a while before trading it against a black four-cam Speedster Carrera.

What happened next is a mystery; chassis 80126 faded into obscurity and is yet to be discovered...

Notable History

Dispatched to John von Neumann, Competition Motors, 1219 Vine Street, Hollywood, California

03/1955 sold to James Dean, 14611 Sutton Street, Sherman Oaks, California

Registered ZU73378

26/03/1955 SCA Regional Palm Springs Preliminary (J. Dean) 1st oa, 1st FP class (#23)
27/03/1955 SCA Regional Palm Springs (J. Dean) 2nd oa, 1st class FP class (#23)
30/04/1955 SCA National Bakersfield Preliminary (J. Dean) 3rd oa, 1st FP class (#123)
01/05/1955 SCA National Bakersfield (J. Dean) 9th oa, 2nd FP class (#123)
28/05/1955 SCA Regional Santa Barbara Preliminary (J. Dean) DNS (#33)
29/05/1955 SCA Regional Santa Barbara (J. Dean) DNF (#33)

21/09/1955 traded in at Competition Motors plus $3000 cash against a new Porsche 550 (chassis 0055)

Sold to Dean’s friend Lew Bracker who part-exchanged his red 356 A Speedster

Text copyright: Supercar Nostalgia
Photo copyright: Warner Bros. - https://www.warnerbros.com

VIN: the works Porsche 917 / 917 K chassis 001

<<<PORSCHE PORTAL
<<<917 PORTAL / <<<917 K PORTAL
<<<917 FOR SALE

HISTORY OF CHASSIS 001

Chassis 001 was the first Porsche 917 built. Painted white with a green nose and matching rear wing uprights, it was completed on March 10th 1969.

Two days later, it was displayed at the Geneva Motor Show.

On April 21st 1969, chassis 001 was used as the reference car for homologation into the Group 4 Sport class. It headed the 25 917 Langhecks that were lined up at the factory for the FIA to inspect.

Unbeknown to the FIA, most of the cars could have their engines started and first gear engaged but could drive no more than a few metres. The 917s were positioned in such a way they could be manoeuvred forwards but not actually driven out.

Homologation was granted and became effective from May 1st. The majority of cars were then dismantled to be re-assembled at a later date as and when required.

001 was the only one of the original 25 917s not to see some kind of competitive action, serving instead as a presentation vehicle.

In this role it was wheeled out a stunning blue and orange colour scheme to publicise Porsche’s two-year partnership with Gulf Racing for 1970 and ‘71. While in the UK as part of this promotional tour, 001 went on display at October 1969’s London Motor Show.

Subsequently used for a little light development work, 001 fortunately escaped the infamous Long Distance Life Test that claimed several other early 917s.

Porsche instead retained the car and had it rebuilt to 1970 Kurzheck trim for promotional purposes. 001 was later painted orange with white flashes to replicate the 1970 Le Mans-winning car driven by Richard Attwood and Hans Herrmann.

Chassis 001 remained that way until January 2018 when Porsche began to restore the car to its original configuration for the 917’s 50th anniversary. 001 was then unveiled to the press in April 2019.

Notable History

White with Green nose and rear wing uprights

12/03/1969 Geneva Motor Show

21/04/1969 Factory homologation presentation

15/10/1969 London Motor Show

Rebuilt to 917 K specification

Painted Orange with White flashes to replicate the 1970 Le Mans winning car

2018/2019 restored to 1969 trim

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

VIN: the Joest Racing Porsche 956 chassis 104

<<<PORSCHE PORTAL
<<<956 PORTAL
<<<956 FOR SALE

HISTORY OF CHASSIS 104

Porsche 956 chassis 104 was one of the twelve examples built for customer teams in 1983.

1983 was the first year the Group C challenger was sold to independent teams.

Since emerging in 1978, Reinhold Joest’s team had proven to be among the best Porsche operations in Europe. Chassis 104 was supplied to Joest Racing GmbH along with a sister car (chassis 105).

The Joest cars would run a mixed 1983 season that comprised World and European championship events plus a Deutsche Rennsport Meisterschaft campaign (DRM). There would also be the odd Interserie race.

Bob Wollek drove chassis 104 in all of its 1983 races and was often joined by Stefan Johansson for the endurance events.

104 usually ran in Marlboro-livery at international level in 1983. On these occasions, the car was campaigned by Joest but under a Sorga SA entry to reflect backing from the Geneva-based investment group.

For domestic events like the DRM, chassis 104 featured a white and gold Warsteiner-livery.

At the end-of-season Kyalami 1000km it ran in the Lindsay Saker Porsche dealership colours.

In 1983, chassis 104 won the 1000 kilometre races at Monza and Mugello, scored an Interserie win at Hockenheim and scooped four DRM victories to ensure Wollek was champion for the second year in a row.

For 1984, Joest retained 104 and, at most events, the team switched to a new yellow black and white livery with backing from the French fashion chain, New Man.

104 was joined by a fresh sister car (117). Chassis 105 was sold on.

Chassis 104’s season delivered a best finish of second at the Silverstone 1000km.

At the Nurburgring 1000km, it was notably co-driven by Ayrton Senna (and finished eighth).

Keke Rosberg also drove it for one weekend at the Norisring when it was sponsored by Lui magazine and appeared in a white and blue livery.

Despite no wins for 104, it was still a great year for Joest as the team’s new sister car (chassis 117) took a famous victory at Le Mans.

Both chassis 104 and 117 were retained by Joest for the 1985 season.

Most events saw Joest run in the same yellow, black and white livery with New Man retained as title sponsor. There was the odd exception such as a white and blue Sachs damper livery for the Norisring weekend and a tie up with the Ardennes pork producer, R. Billen, for the Spa 1000km.

Although no longer a front-running car, 104 still managed top six World Championship finishes at the Silverstone and Spa 1000 kilometre events. Remarkably, Joest won the Le Mans 24 Hours with chassis 117 for a second year in a row.

1986 was the last year that the 956 was permitted to race on safety grounds. By this time, the Porsche 962 had long since taken over production.

As in 1985, Louis Krages did the majority of races with chassis 104. It appeared in the existing yellow, black and white livery but now with backing from Japanese fashion retailer, Taka-Q.

104 was also frequently seen in the white and blue colours of Sachs dampers.

For the Le Mans 24 Hour race, the car ran a one-off stars and stripes Spirit of America livery.

104’s final appearance came at Kyalami with backing from the 4TV network.

Chassis 104 was subsequently retained for the Joest Racing collection.

Notable History

Reinhold Joest (Joest Racing)

1983 season: Marlboro, Warsteiner and Lindsay Saker Porsche liveries

20/03/1983 DRM Zolder (B. Wollek) 1st oa (#1)
10/04/1983 WSC Monza 1000km (B. Wollek / T. Boutsen) 1st oa (#11)
01/05/1983 DRM Avus (B. Wollek) 1st oa (#1)
08/05/1983 WSC Silverstone 1000km (B. Wollek / S. Johansson) 2nd oa (#8) Sorga SA
15/05/1983 DRM Mainz-Finthen (B. Wollek) 1st oa (#1)
29/05/1983 WSC Nurburgring 1000km (B. Wollek / S. Johansson) 2nd oa (#8)
19/06/1983 WSC Le Mans 24 Hours (B. Wollek / S. Johansson / K. Ludwig) 6th oa (#8) Sorga SA
03/07/1983 DRM Norisring (B. Wollek) 1st oa (#1)
03/07/1983 IND Norisring Trophy (B. Wollek) 3rd oa (#1)
24/07/1983 DRM Diepholz (B. Wollek) 4th oa (#1)
04/09/1983 WSC Spa 1000km (B. Wollek / S. Johansson) DNF (#8) Sorga SA
18/09/1983 EEC Brands Hatch 1000km (B. Wollek / S. Johansson) 6th oa (#8) Sorga SA
16/10/1983 EEC Imola 1000km (B. Wollek / S. Johansson) 3rd oa (#8)
23/10/1983 EEC Mugello 1000km (B. Wollek / S. Johansson) 1st oa (#8)
29/10/1983 INT Hockenheim (B. Wollek) 1st oa (#1)
10/12/1983 EEC Kyalami 1000km (B. Wollek / S. Johansson / C. Serra) DNF (#8)

1984 season: New Man and Lui liveries

23/04/1984 WSC Monza 1000km (S. Johansson / K. Ludwig / H. Pescarolo) DNF (#7)
13/05/1984 WSC Silverstone 1000km (K. Ludwig / H. Pescarolo) 2nd oa (#7)
17/06/1984 WSC Le Mans 24 Hours (S. Johansson / J.L. Schlesser / M. de Narvaez) DNF (#8)
01/07/1984 DRM Norisring (K. Rosberg) DNF (#8)
01/07/1984 IND Norisring Trophy (K. Rosberg) 4th oa (#8)
15/07/1984 WSC Nurburging 1000km (S. Johansson / H. Pescarolo / A. Senna) 8th oa (#7)
12/08/1984 INT Most (H. Pescarolo) 2nd oa (#1)
02/09/1984 WSC Spa 1000 km Spa (S. Johansson / H. Pescarolo / Heyer) DNF (#7)
30/09/1984 WSC Fuji 1000 km (S. Johansson / H. Pescarolo) 4th oa (#7)
07/10/1984 INT Nurburgring (H. Pescarolo) 3rd oa (#1)
02/12/1984 WSC Sandown Park 1000km (K. Ludwig / H. Pescarolo) 7th oa (#7)

1985 season: New Man, Sachs and R. Billen liveries

07/04/1985 INT Nurburgring (L. Krages) 7th oa (#8)
21/04/1985 INT Hockenheim (L. Krages) 5th oa (#8)
28/04/1985 WSC Monza 1000km (P. Barilla / H. Heyer) 9th oa (#7)
05/05/1985 INT Wunstorf (L. Krages) 6th oa (#8)
12/05/1985 WSC Silverstone 1000km (P. Barilla / K. Ludwig / J.P. Belmondo) 6th oa (#7)
26/05/1985 INT Zeltweg (L. Krages) 5th oa (#8)
09/06/1985 INT Erding (L. Krages) 7th oa (#8)
16/06/1985 WSC Le Mans 24 Hours (M. de Narvaez / K. Miller / J.P. Belmondo) DNF (#8)
29/06/1985 DRM Norisring (L. Krages) 7th oa (#8)
30/06/1985 IND Norisring Trophy (L. Krages) DNF (#8)
14/07/1985 WSC Hockenheim 1000km (F. Konrad / L. Krages / V. Weidler) DNF (#8)
04/08/1985 INT Nurburgring (L. Krages) 11th oa (#8)
18/08/1985 INT Most (L. Krages) 3rd oa (#8)
01/09/1985 WSC Spa 1000km (L. Krages / M. Duez / V. Weidler) 6th oa (#8)
08/09/1985 INT Siegerland (L. Krages) DNF (#8)
22/09/1985 INT Nurburgring (L. Krages) 6th oa (#8)
06/10/1985 WSC Fuji 1000km (M. de Narvaez / J.P. Belmondo / L. Krages) DNF (#8)
01/12/1985 WSC Selangor 800km (L. Krages / P. Barilla) DNS (#8)

1986 season: Taka-Q, Sachs, Spirit of America and 4TV liveries

20/04/1986 WSC Monza 360km (L. Krages / M. Duez) DNF (#8)
27/04/1986 SUP Nurburgring (L. Krages) 7th oa (#8)
04/05/1986 WSC Silverstone 1000km (G. Follmer / J. Morton / P. Barilla) 6th oa (#7)
01/06/1986 WSC Le Mans 24 Hours (G. Follmer / J. Morton / K. Miller) 3rd oa (#8)
08/06/1986 INT Wunstorf (L. Krages) 1st oa (#2)
15/06/1986 SUP Hockenheim (L. Krages) 6th oa (#8)
29/06/1986 IND Norisring 200 mile (L. Krages) 8th oa (#8)
13/07/1986 INT Zeltweg (L. Krages) 5th oa (#2)
20/07/1986 WSC Brands Hatch 1000km (L. Krages / K. Ludwig / P. Barilla) 5th oa (#8)
17/08/1986 INT Most (L. Krages) 1st oa (#2)
24/08/1986 WSC Nurburgring 1000km (L. Krages / K. Nissen / P. Ghinzani) DNF (#7)
31/08/1986 INT Siegerland (L. Krages) 6th oa (#2)
15/09/1986 WSC Spa 1000km (L. Krages / K. Nissen / V. Schuppan) 8th oa (#8)
21/09/1986 SUP Nurburgring (L. Krages) 9th oa (#8)
05/10/1986 WSC Fuji 1000km (L. Krages / K. Nissen / H. Grohs) 5th oa (#8)
12/10/1986 INT Zeltweg (L. Krages) 3rd oa (#2)
23/11/1986 IND Kyalami 500km (B. Wollek / S. van der Merwe) 2nd oa (#2)

Retained by Joest Racing

Text copyright: Supercar Nostalgia
Photo copyright: Supercar Nostalgia

VIN: James Dean's Porsche 550 chassis 0055

<<<PORSCHE PORTAL
<<<550 PORTAL
<<<550 FOR SALE

HISTORY OF CHASSIS 0055

Porsche 550 chassis 0055 was famously acquired new by the American actor, James Dean.

On September 18th 1955, Dean’s friend and fellow Porsche 356 Speedster owner, Lew Bracker, had spotted the 550 at Competition Motors, the Porsche dealership in Hollywood owned by John von Neumann.

Dean purchased the car on September 21st. He paid $3000 cash and traded his five-month old 356 Speedster (chassis 80126). Dean took the 550 to show Bracker that same day and Bracker promptly traded his red 356 Speedster at Competition Motors for Dean’s lightly used white example.

When Dean purchased the silver 550, he had completed three Hollywood movies: East of Eden, Rebel Without a Cause and Giant.

Giant was in post-production which meant Dean was permitted to do a little racing. He had successfully done a few events in the 356 and felt ready to move up a league.

In the days that followed his acquisition, Dean tested the 550 around the mountain roads of Santa Monica. He also had Dean Jeffries customise the car at the workshop of George Barris.

Crimson flashes were added to the rear fender crowns and 130 numbers to the hood, doors and rear clam. Beneath the engine vent grilles Jeffries also wrote ’Little Bastard’, a nickname given to Dean that summer while on the set of Giant.

Dean entered his 550 for the Salinas Airport Road Races scheduled to take place on October 1st and 2nd. This was the first time the event had been held; it was organised by the San Francisco region of the Sports Car Club of America.

Dean had arranged for Rolf Wutherich to accompany him. Wutherich was a talented German four-cam mechanic who worked for John von Neumannn.

Salinas Airport was a 300 mile drive from Hollywood and Wutherich encouraged Dean to drive the 550 as he felt it still needed running in; they would ride together in the Porsche. Dean’s stunt co-ordinater pal, Bill Hickman, and noted photographer, Sanford Roth, also joined them on the trip to Salinas. Hickman and Roth travelled in Dean’s Ford station wagon complete with trailer.

The group left Competition Motors at 2:30pm on Friday September 30th and, within an hour, Dean and Hickman had both been ticketed for speeding.

After a stop for refreshments, they continued their journey.

However, at 5:45pm, while travelling along Route 466 into the setting sun, a Ford Tudor pulled out in front of Dean’s fast moving Porsche.

Unable to stop, Dean ploughed into the passenger side of the Ford at around 85mph.

Rolf Wutherich was catapulted from the Porsche and sustained serious injuries.

James Dean, aged 24, was killed instantly.

The Ford driver, Donald Turnupseed, escaped practically unhurt.

The wrecked remains of chassis 0055 were sold by the insurance company to William Eschrich for $2500. Eschrich removed the engine and transaxle then reputedly sold the rest to George Barris.

Notable History

15/07/1955 completed at the factory

Dispatched to John von Neumann, Competition Motors, 1219 Vine Street, Hollywood, California

21/09/1955 sold to James Dean, 14611 Sutton Street, Sherman Oaks, California
Traded against Dean’s 356 A 1500 Super Speedster (chassis 80126)

Registered ZZ77767

30/09/1955 wrecked in Dean’s fatal accident heading to the Salinas Airport races

01-02/10/1955 SCA Regional Salinas (J. Dean) DNA

Written off by the insurance company and sold to William Eschrich for $2500
Engine and transaxle removed with the remains reputedly sold to George Barris

Text copyright: Supercar Nostalgia
Photo copyright: Sanford Roth

VIN: the Giuseppe Bianco Porsche 934 chassis 9306700157

<<<PORSCHE PORTAL
<<<934 PORTAL
<<<934 FOR SALE

HISTORY OF CHASSIS 9306700157

Chassis 9306700157 was one of 31 Porsche 934s manufactured of which all but two were raced.

0157 was delivered to Italian amateur driver, Giuseppe Bianco, who ran his car under a Jolly Club entry often with backing from the famous exotic car dealership, Achilli Motors of Milan.

During Bianco’s ownership, the Porsche was usually maintained by Tam Auto Tuning. The proprietor of Tam Auto Tuning, Giuseppe Tambone, would also occasionally co-drive with Bianco.

Early 1976 saw 0157 take GT class wins in four of its first five events.

These victorious outings included the Vallelunga 6 Hour World Sportscar Championship race and the Targa Florio.

In June 1976, Bianco had the car partially uprated to 934/5 trim with wide Group 5 rear wheelarch extensions. He was still able to compete in Group 4 events when standard rear wheels were fitted. After the 934/5 arches were added, 0157 most notably won the European GT Championship race at Misano.

Bianco retained his white 934 with its blue and orange stripes for 1977. That season, it ran a limited but no less successful campaign.

The highlight was when, co-driven by Arturo Merzario, Bianco won the GT class in the Mugello 6 Hour World Sportscar Championship race. This was followed by second overall and first in class on the Giro d’Italia.

Bianco’s last race with 0157 yielded an outright win at Magione; he then retired from competition.

By 1979, the Porsche had been sold to Roland Ennequin an amateur driver from Paris.

Ennequin ran the car under a Kores Racing entry and contested five big events that season. Now back in standard 934 trim, the car posted three DNFs but did see the chequered flag at Le Mans and the Brands Hatch 6 Hours. Ennequin’s 16th overall and second in class at Le Mans was the year’s undoubted highlight.

0157 was campaigned in a plain white colour scheme throughout 1979.

For its two outings in 1980, an eye-popping black and pink chequered livery was adopted. Due to the paucity of GT class opposition, Ennequin and his co-drivers claimed another second in category at la Sarthe and then third in class at the Dijon 1000km despite quite lowly finishes.

In November 1980, Ennequin sold the 934 to Valentin Bertapelle, a Citroen main dealer from Alsace.

When the car appeared for its next and final outing, it had mysteriously been renumbered 930 670 0177. This was probably done for Carnet reasons to enable some kind of tax dodge.

Bertapelle raced the car just once; it contested the 1981 Le Mans 24 Hours re-liveried in a bright pink colour scheme. Despite finishing second to last, it was the only GT car still running and therefore secured an all-important class win at Le Mans.

In June 1983, Bertapelle sold 0157 to Manfred Freisinger who stored it until 2007.

0157 was then restored in Freisinger’s famed Karlsruhe workshop.

Notable History

Sold to Giuseppe Bianco, Italy (Jolly Club entry)

White with Blue & Orange striped livery

21/03/1976 WCM Mugello 6 Hours (G. Bianco / G. Schon / G. Gargano) DNF clutch (#14)
04/04/1976 WCM Vallelunga 6 Hours (G. Bianco / G. Schon / L. Tommasi) 5th oa, 1st GT class (#12)
02/05/1976 IGT Monza (G. Schon) 1st oa, 1st Gr.5 3.0+ class (#5)
16/05/1976 IND Targa Florio (G. Bianco / G. Tambone) 4th oa, 1st GT 3.0+ class (#45)
30/05/1976 IG4 Varano Trofeo Renzo (G. Bianco) 3rd oa, 1st 3.0 GT class (#??)

Uprated to partial 934/5 specification with wide rear wheelarch extensions

27/06/1976 WCM Zeltweg 6 Hours (S. Frisori / A. Moncini) 10th oa, 9th Gr.5 class (#9)
01/08/1976 EGT Misano (G. Tambone) 1st oa, 1st GT class (#16)
05/09/1976 EGT Monza 6 Hours (G. Tambone / L. Tommasi) 4th oa, 4th GT 1.6+ class (#14)

20/03/1977 WCM Mugello 6 Hours (G. Bianco / A. Merzario) 4th oa, 1st GT class (#18)
17/06/1977 RDC Giro d'Italia (G. Bianco / G. Tambone) 2nd oa, 1st 4/4 class (#499)
10/07/1977 IGT Misano (G. Bianco) ran (#??)
27/09/1977 IND Magione (G. Bianco) 1st oa (#??)

Sold to Roland Ennequin, France (Kores Racing entry)

White livery

Standard 934 bodywork

18/03/1979 WSC Mugello 6 Hours (G. Bourdillat / A.M. Bernard) DNF (#58)
22/04/1979 WSC Dijon 6 Hours (G. Bourdillat / R. Ennequin) DNF (#57)
10/06/1979 IND Le Mans 24 Hours (G. Bourdillat / R. Ennequin / A.M. Bernard) 16th oa, 2nd GT 3.0+ class (#86)
05/08/1979 WSC Brands Hatch 6 Hours (G. Bourdillat / R. Ennequin) 19th oa, 10th GT class (#11)
16/09/1979 WSC Vallelunga 6 Hours (G. Bourdillat / R. Ennequin) DNF (#56)

Black & Pink chequered livery

15/06/1980 WSC Le Mans 24 Hours (G. Bourdillat / R. Ennequin / A.M. Bernard) 24th oa, 2nd GT class (#90)
28/09/1980 WSC Dijon 1000km (G. Bourdillat / R. Ennequin / A.M. Bernard) 14th oa, 3rd GT class (#27)

18/11/1980 sold to Valentin Bertapelle, France

At some stage renumbered 930 670 0177 probably for Carnet

Pink livery

14/06/1981 WSC Le Mans 24 Hours (V. Bertapelle / T. Perrier / B. Salam) 17th oa, 1st GT class (#70)

06/06/1983 sold to Manfred Freisinger, Germany

Text copyright: Supercar Nostalgia
Photo copyright: Supercar Nostalgia

VIN: the Rothmans Racing Porsche 956 chassis 001

<<<PORSCHE PORTAL
<<<956 PORTAL
<<<956 FOR SALE

HISTORY OF CHASSIS 001

Between 1982 and 1984, Porsche produced ten works 956s for Group C racing.

The first was chassis 001 which served as the initial test and development car.

Built around a more substantial tub than subsequent examples, 001 was therefore slightly heavier. It also featured mechanical fuel-injection instead of electronic engine management along with many other detail differences.

Originally presented in a plain white livery, chassis 001 was used for the initial shakedown tests at Weissach in late March of 1982 where it was driven by Jurgen Barth.

It then made the model’s competitive debut at the Silverstone 6 Hour race in mid May. By now resplendent in the colours of Rothmans cigarettes, 001 was driven at Silverstone by Jacky Ickx and Derek Bell.

Ickx set the fastest time in qualifying and went over a second quicker than the best Martini Racing Lancia LC1.

However, punitive fuel restrictions for Group C cars meant the Group 6 Lancias were untouchable in the race. 1982 was the last year for Group 6 machinery but such cars were not eligible for championship points.

Ickx and Bell finished second overall and first in the Group C class at Silverstone.

Afterwards, 001 completed a 24 hour Le Mans simulation test on the rolling road at Weissach. It then appeared at Paul Ricard for extended sessions to refine the bodywork.

001 served as the T-car at Le Mans where Ickx and Bell won outright in 002. Mass and Schuppan were second in 003 with Holbert, Haywood and Barth third in 004.

001 then made one final competitive appearance when Jochen Mass drove it in the Deutsche Rennsport Meisterschaft event at the Norisring.

Torrential rain in the second practice session meant the drivers’ morning times stood and Mass started third. He went on to score the narrowest of victories in the race as Manfred Winkelhock’s Zakspeed C100 closed to within a second on the final lap.

Thereafter, 001 became the factory test car until 1985 when it was retired from active duty.

001 was subsequently refurbished by the factory and gifted to Jacky Ickx in recognition of his extraordinary contribution to the marque’s success.

Ickx sold the car in 1993 to Bruce Zeigler in California.

Notable History

27/03/1982 Weissach track tests (J. Barth)

Rothmans Porsche

16/05/1982 WSC Silverstone 6 Hours (J. Ickx / D. Bell) 2nd oa, 1st C class (#1)
20/06/1982 WSC Le Mans 24 Hours (J. Ickx / D. Bell / J. Mass / V. Schuppan / A. Holbert / H. Haywood) T-car (#T)
27/06/1982 DRM Norisring (J. Mass) 1st oa, 1st C class (#10)

12/10/1986 gifted to Jacky Ickx

1993 sold to Bruce Zeigler (Zeigler Coach Company), California

Text copyright: Supercar Nostalgia
Photo copyright: Porsche - https://www.porsche.com

VIN: the Zitro Racing / Fittipaldi Porsche 917 / 917 K chassis 025

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HISTORY OF CHASSIS 025

Chassis 025 was one of the few Porsche 917s sold to a privateer. Most were reserved for works use or the factory-supported John Wyer / Porsche Salzburg / Martini Racing outfits.

025’s purchaser was Swiss-domiciled Bolivian millionaire, Jaime Ortiz-Patino.

Patino hailed from a tin mining dynasty and his grandfather, Simon Iturri Patino, had controlled practically the entire Bolivian tin industry. Simon Iturri Patino was considered among the world’s five wealthiest men upon his death in 1947.

In May 1967, Jaime Ortiz-Patino had purchased a new Ford GT40 road car which was subsequently converted to competition trim for his godson, Dominique Martin, to race in 1968. The GT40 was entered under the Zitro Racing banner, Zitro having been a reversal of Ortiz.

Used successfully for two seasons, the GT40 was sold in spring 1970 and replaced with this brand new Porsche 917 K.

Delivered in a plain white livery for its maiden outing at the Hockenheim Interserie race in July 1970, inverted blue stripes were then added along with a distinctive roof-mounted rear mirror.

Dominique Martin was ever present in chassis 025 throughout 1970 and 1971. His most notable result was third overall in the non-championship 1970 Montlhery Coupes du Salon.

At the end of 1971, Martin listed the 917 for sale in Road & Track from his base in Geneva. The classified ad read: “Porsche 917. Last race Le Mans 1971. Completely rebuilt. Like new. Never crashed. Many spare parts. $30,000.”

It was purchased by the Fittipaldi racing stable in Brazil and repainted yellow.

Wilson Fittipaldi drove the MotoRadio-backed car in the Copa Brasil races at Interlagos in December 1972 where he secured two second places and a won the finale.

Chassis 025 stayed with the Fittipaldi’s for ten years during which time it was repainted green.

In 1982, the car was sold to David Piper. He in turn sold it to renowned collector, Miles Collier, in 1984.

Notable History

Plain white

Sold to Jaime Ortiz-Patino

05/07/1970 INT Hockenheim (D. Martin) 11th oa (#30)

Blue stripes added.

13/09/1970 IND Imola 500km (D. Martin / N. Vaccarella) DNF crash (#4)
04/10/1970 IND Montlhery Coupes du Salon (D. Martin) 3rd oa (#9)
11/10/1970 INT Hockenheim (D. Martin) DNS (#64)
18/10/1970 IND Paris 1000km, Montlhery (D. Martin / N. Vaccarella) DNS (#4)
10/01/1971 WSC Buenos Aires 1000km (D. Martin / P. Brea) 10th oa, 7th S class (#34)
18/04/1971 IND Le Mans Test (D. Martin) 9th oa, 7th S5.0 class (#57)
18/04/1971 WSC Le Mans 3 Hours (D. Martin) DNS (#57)
25/04/1971 WSC Monza 1000km (D. Martin / G. Pillon) 9th oa, 5th S5.0 class (#5)
02/05/1971 INT Imola (D. Martin) 9th oa (#4)
09/05/1971 WSC Spa 1000km (D. Martin / G. Pillon) DNF (#24)
13/06/1971 WSC Le Mans 24 Hours (D. Martin / G. Pillon) DNF (#57)

Sold to the Fittipaldi racing stable, Sao Paulo, Brazil.

Repainted yellow.

09/12/1972 CBR Interlagos (W. Fittipaldi) 2nd oa (#2)
10/12/1972 CBR Interlagos (W. Fittipaldi) 2nd oa (#2)
17/12/1972 CBR Interlagos (W. Fittipaldi) 1st oa (#2)

1982 sold to David Piper

1984 sold to Miles Collier

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Photo copyright: unattributed