VIN: the Theo Helfrich / Ludwig Fischer Porsche 550 chassis 0036

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

HISTORY OF CHASSIS 0036

Chassis 0036 was the 550 purchased new by Frankfurt racing driver, Theo Helfrich.

Between 1949 and 1953, Helfrich mostly campaigned Veritas cars in a mixture of sports and monoposto events. The ‘52 season also saw him drive a W194 300 SL for the factory Mercedes-Benz team at Le Mans (where he placed second) and the Nurburgring GP (where he placed fourth). In 1953, Helfrich was crowned German Formula 2 champion.

0036 was purchased for Helfrich to race in 1955. It was completed in April of that year and shaken down prior to delivery on May 4th.

Painted white with blue fender flashes, the Porsche made its debut in the German Sportscar Championship race at Hockenheim on May 8th. Unfortunately, having qualified fourth, Helfrich failed to finish after an off-track excursion.

Other appearances in 1955 included the Nubrurgring 500km race on August 28th (retired just before mid-distance) and at the Berlin GP which took place on the high speed Avus track. Up against a field of 1.5-litre Sports cars, Helfrich finished seventh overall.

For 1956, Helfrich often shared 0036 with Peter Nocker. Highlights of their campaign included fifth overall and second in class at the Montlhery Prix de Paris (Nocker), fifth overall and fourth in class at the Rouen GP (Helfrich), eleventh overall and third in class at the Swedish GP (Nocker and Wolfgang Seidel) and third overall in the Berlin GP at Avus (Helfrich).

Mid-way through the 1956 season, Theo Helfrich had 0036 repainted silver and it was in this colour scheme that the car was sold to Ludwig Fischer for 1957. 0036 joined a Porsche 356 A Carrera which Fischer also raced that year. Like Theo Helfrich, Fischer was another seasoned campaigner in single seat racing cars.

During the course of 1957 and 1958, Fischer used chassis 0036 for a mix of European Mountain Championship events and circuit races. He competed in Germany, Italy, Austria and Yugoslavia and picked up several good results along the way.

Among the most impressive were twelfth overall at the 1957 Gaisberg Hilcllimb, fifth overall in the 1958 Napoli GP, fourth overall at the 1958 Opatija GP, second overall at the 1958 Baden Rock 300km race and eighth overall at the 1958 Innsbruck Flugplatzrennen.

Over the winter of 1958-1959, chassis 0036 was sold to an American serviceman stationed in Germany who took the car home with him in 1960. Between 1964 and 1972, chassis 0036 went through the hands of three more US owners, after which it was purchased by a long-term custodian who retained it until 2022.

The restored car was subsequently sold by Bonhams at their Amelia Island auction in March 2022 for $4.185m.

Notable History

White with Blue flashes

Sold to Theo Helfrich, Frankfurt

Registered BR 226-289

08/05/1955 GSC Hockenheim (T. Helfrich) DNF (#4) - q4, accident
28/08/1955 GSC Nurburgring 500km (T. Helfrich) DNF (#11) - dnf just before mid distance
25/09/1955 GSC Berlin GP, Avus (T. Helfrich) 7th oa, 7th S1.5 class (#17) q10

22/04/1956 IND Solitude Rally (???) ran (#??)
29/04/1956 IND Montlhery Prix de Paris 2.0 Race (P. Nocker) 5th oa, 2nd Ser 2.0 class (#2)
06/05/1956 DDR Leipzig (T. Helfrich) ran (#28)
27/05/1956 GSC Nurburgring 1000km (T. Helfrich / P. Nocker) DNF (#40)
08/07/1956 IND Rouen GP (T. Helfrich) 5th oa, 4th S1.5 class (#14)
22/07/1956 GSC Solitude (P. Nocker) 13th oa, 6th in class (#31)
05/08/1956 GSC Nurburgring Rheinland Pokal (P. Nocker) 20th oa, 6th Ser S1.5 class (#71)
12/08/1956 WSC Swedish GP (P. Nocker / W. Seidel) 11th oa, 3rd Ser 2.0 class (#45)
16/09/1956 GSC Berlin GP, Avus (T. Helfrich) 3rd oa, 3rd S1.5 class (#24)
23/09/1956 DDR Dessau Autobahn Race (T. Helfrich) 4th in class (#23)

Sold to Ludwig Fischer, Bad Reichenhall

30/06/1957 EMC Mont Ventoux Hillclimb (L. Fischer) 23rd oa, 16th S class (#17)
28/07/1957 EMC Freiburg-Schauinsland Hillclimb (L. Fischer) ran (#48)
15/08/1957 EMC Gaisberg Hillclimb (L. Fischer) 12th oa, 12th S class (#23)
18/08/1957 IND Roskilde GP (L. Fischer) ran (#23)

27/04/1958 IND Napoli GP (L. Fischer) 5th oa, 5th S1.5 class (#??)
14/05/1958 EMC Mont Parnes Hillclimb (L. Fischer) 9th oa, 6th S class (#11)
15/06/1958 IND Opatija GP, Abbazzia (L. Fischer) 4th oa (#??)
06/07/1958 IND Baden Rock (L. Fischer) 2nd oa (#??)
13/07/1958 EMC Trento Bondone Hillclimb (L. Sischer) 59th oa, 18th S class (#??)
20/07/1958 EMC Freiburg Schauinsland Hillclimb (L. Fischer) 16th oa, 6th S class (#??)
03/08/1958 IND Rheinland Pfalz Preis, Nurburgring (L. Fischer) 11th oa (44)
15/08/1958 EMC Gaisberg Hillclimb (L. Fischer) 14th oa, 10th S class (#100)
17/08/1958 IND Zeltweg Flugplatzrennen (L. Fischer) 8th oa, 4th S1.5 class (#100)
05/10/1958 IND Innsbruck Flugplatzrennen (L. Fischer) ran (#85)

Winter 1958-1959 and exported to the USA in 1960

Text copyright: Supercar Nostalgia
Photo copyright: Technisches Museum Wien - https://www.technischesmuseum.at/en

VIN: the works Porsche 911 2.0 R chassis 001R

<<<PORSCHE PORTAL
<<<911 2.0 R PORTAL
<<<911 2.0 R FOR SALE

HISTORY OF CHASSIS 001R

Chassis 001R was the first production-spec. 911 R. 20 such cars were built in total in addition to the four original prototypes (R1 through R4).

001R was retained for use by the works Porsche team. Famously, it was the car Porsche used to set a series of new World Speed Records at Monza in conjunction with BP Switzerland and Firestone.

The idea for the record attempt had come from recently appointed Porsche racing manager, Rico Steinemann. The records in question (15,000km, 10,000 miles, 20,000km, 72 hours and 96 hours) had belonged to Porsche back in the 1950s, but since then Ford and Toyota had set new benchmarks.

Even though its track surface was not ideal, Monza was chosen for the record attempt as the other European option, Montlhery, was not considered fast enough.

BP Switzerland bankrolled the attempt as they wanted to demonstrate the performance of a new engine oil. The team would comprise four Swiss drivers (Steinemann and Dieter Spoerry plus Jo Siffert and Charles Vogele) who would use Vogele’s Porsche 906 for the attempt. Each driver would do a one-and-a-half hour stint behind the wheel followed by four-and-a-half hours rest.

The rules stated that all spare parts used in the record attempt had to be carried in the car. All that was allowed in the pit were spare wheels, jacks, spark plugs, fuel and oil.

The record attempt began at midday on Monday October 29th. However, after two shock absorber failures and the front left spring strut pivot point on the tube frame being torn out (all caused by the poor condition of the Monza banking), it was soon abandoned.

As the regulations permitted the resumption of the record attempt within 48 hours, Porsche quickly arranged to send two 911 Rs to Monza.

View fullsize

View fullsize

View fullsize

Because there was not enough time to organise the customs formalities for a quota of spares for the record attempt, chassis 002R (the second of the 20 production cars) was immediately sent to Monza under its own power. It would then be dismantled to serve as a parts mule.

In the meantime, chassis 001R (which would serve as the actual record car) was prepared with two fifth gears in one ‘box (instead of a conventional fourth and fifth); it was thought a single fifth gear would be unable to bear the full load during the record attempt. The engine in 001R had already done 100 hours flat out on test bench.

Meanwhile, 002R was heading rapidly to Monza. However, at the German-Swiss border, the Swiss authorities refused to let the car into the country on noise grounds. As a result, the driver was forced to take a furious all-night detour around Switzerland via Lyon, Grenoble and Turin.

Having been informed of the situation, Peter Falk and engine expert Paul Hensler set off in 001R and took the more direct route through Austria and over the Brenner Pass. They arrived on the morning of Tuesday 30th, by which time 002R had already been dismantled.

The record attempt was resumed at 8pm later that day in cold and rainy conditions. An early problem with iced up carburettors was resolved by the BP crew with an injection additive.

Wednesday was dry and the second night passed without incident. Pit stops took little more than a minute.

Thursday was another wet one and after the crew ran out of rain tyres, the Firestone experts hand-cut rain grooves into the remaining dry tyres.

At 8pm on Saturday 4th November, despite miserable weather, often appalling visibility and a couple of stops for damper changes, the crew had completed four days of running. Porsche claimed the five World Speed Records targeted and also set 14 international class records at an average speed of 209kmh.

A few days after the gruelling event, BP Switzerland displayed 001R at the inaugural Zurich Racing Car Show.

Porsche retained chassis 001R until the late 1960s, at which point it was sold to the French distributor, Sonauto.

In turn, Sonauto sold the car on to Dominique Thiry who used 001R for a number of events during 1970.

Thiry retained 001R until the late 1970s, after which it went through the hands of another couple of French owners before headting to the USA in the mid 1980s.

Notable History

Porsche System Engineering

31/10-04/11/1967 IND Monza Speed Records (R. Steinemann / Dieter Spoerry / J. Siffert / C. Vogele)

5 World Records and 14 International Records

11/1967 Zurich Racing Car Show

Later sold to Dominique Thiry

Registered 3287 QJ 67

Used in the 1970 Rallye Mont-Blanc, Wissembourg Hillclimb and Tour de France

1979 sold

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

VIN: the Brumos Racing / Bruce Leven Porsche 934/5 chassis 9307700952

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

HISTORY OF CHASSIS 9307700952

Having produced 31 examples of the original 934 in 1976, Porsche manufactured a batch of ten uprated cars for the 1977 season. Dubbed 934/5, these latest iterations were created for the US market where the IMSA championship (run to Group 4 regulations) now permitted turbocharged engines.

Most notably, the 934/5 came with a more powerful engine in addition to the wider wheels and rear spoiler from the 935.

Chassis 9307700952 (‘0952’) was the second 934/5 delivered to multiple IMSA champion, Peter Gregg. Gregg was Porsche’s top representative in the USA and owner of the world famous Brumos Porsche dealership in Jacksonville, Florida.

Gregg had used his first 934/5 (chassis 9307700951) to contest the 1977 Sebring 12 Hours where he and Jim Busby finished third overall. This car was then sold to Busby.

Meanwhile, Gregg retained ‘0952’ for his ‘77 campaign and planned to race it in that year’s IMSA championship. However, the new car failed scrutineering for its debut outing, a 100 mile race at Road Atlanta on April 17th. It transpired that Gregg had fitted ‘0952’ with several un-homologated parts from a 935 he had taken delivery of (chassis 9307700909 – which remained un-raced during the 1977 season).

In protest at his treatment, Peter Gregg planned to play no further part in that year’s IMSA championship (although he later relented and did contest the Mid-Ohio 3 Hour race in August)). Instead, he used ‘0952’ to contest the 1977 Trans-Am series, two rounds of which formed part of the World Sportscar Championship.

Gregg got off to an inauspicious start in the eleven round Trans-Am series when, having set a time quick enough for pole position at Kent, he crashed out and ‘0952’ could not be repaired in time to start.

Thereafter, Gregg contested nine of the remaining ten races (skipping round three at Portland). In the seven non-World Championship graded he events, he took six pole positions and five wins.

At the Watkins Glen 6 Hours (round five of both the Trans-Am and World Championship), Gregg was co-driven by Claude Ballot-Lena and John Gunn. For this event, the governing body was the FIA who categorised the 934/5 as a Group 5 car. ‘0952’ started and finished sixth.

At the other dual World Championship / Trans-Am contest (the Mosport 6 Hours, round eight), the FIA excluded the pole-starting and event-winning duo of Gregg and Bob Wollek after ‘0952’s suspension set-up was deemed illegal in post-race scrutineering.

In his solitary IMSA outing of the year, Gregg won the Mid-Ohio 3 Hour race having started from tenth.

Peter Gregg ultimately won the 1977 Trans Am title having accumulated 185 points compared to runner up and fellow 934/5 driver Ludwig Heimrath’s 162.

For 1978, the IMSA organisers decided to allow the Group 5 935 to compete and Peter Gregg finally got to race his thus far mothballed example.

As for ‘0952’ it was sold to Seattle waste disposal magnate, Bruce Leven, for his first year of serious motor racing. Campaigned under the Bayside Disposal Racing banner, ‘0952’ finished each of the seven races it started as Bruce Leven proved himself perfectly capable of competing at such a high level. Highlight of the season was fourth overall at Portland.

Encouraged by his debut campaign, Leven went on to purchase Peter Gregg’s old 935 for 1979 (chassis 9307700909).

‘0952’ was sold to collector Les Lindley who retained it for just under ten years. It then passed onto fellow Porsche racer, collector and salvage yard owner, Dennis Aase, since which time it has been sold again.

Notable History

Sold to Peter Gregg, Jacksonville, Florida (Brumos Porsche+Audi)

17/04/1977 IMS Road Atlanta 100 mile (P. Gregg) DNS (#59)
30/05/1977 TRA Kent (P. Gregg) DNS (#59)
05/06/1977 TRA Westwood (P. Gregg) 1st oa, 1st TA II class (#59)
26/06/1977 TRA Road Atlanta (P. Gregg) 7th oa, 4th TA II class (#59)
09/07/1977 WCM Watkins Glen 6 Hours (P. Gregg / C. Ballot-Lena / J. Gunn) 6th oa, 6th Gr.5 class (#59)
31/07/1977 TRA Hallett (P. Gregg) 1st oa, 1st TA II class (#59)
14/08/1977 TRA Brainerd (P. Gregg) 1st oa, 1st TA II class (#59)
20/08/1977 WCM Mosport 6 Hours (P. Gregg / B. Wollek) DSQ (#59)
28/08/1977 IMS Mid-Ohio 3 Hours (P. Gregg) 1st oa, 1st Gr.5 class (#59)
03/09/1977 TRA Road America Race I1(P. Gregg) 2nd oa, 2nd TA II class (#59)
04/09/1977 TRA Road America Race 2 (P. Gregg) 1st oa, 1st TA II class (#59)
11/09/1977 TRA Mont Tremblant (P. Gregg) 1st oa, 1st TA II class (#59)

Sold to Bruce Leven, Mercer Island, Seattle (Bayside Disposal Racing)

04/06/1978 TRA Westwood (B. Leven) 7th oa (#85)
11/06/1978 TRA Portland (B. Leven) 4th oa (#85)
13/08/1978 TRA Brainerd (B. Leven) 7th oa (#85)
19/08/1978 TRA Mosport (B. Leven) 16th oa, 10th Cat II class (#85)
04/09/1978 TRA Road America (B. Leven) 14th oa (#85)
08/10/1978 TRA Laguna Seca (B. Leven) 6th oa (#85)
05/11/1978 TRA Mexico (B. Leven) 12th oa (#85)

Sold to Les Lindley, Fullerton, California

Later sold to Dennis Aase, Orange County, California

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

VIN: the Roger Penske Porsche 911 3.0 Carrera RSR IROC chassis 9114600075

<<<PORSCHE PORTAL
<<<911 3.0 CARRERA RSR IROC PORTAL
<<<911 3.0 CARRERA RSR IROC FOR SALE

HISTORY OF CHASSIS 9114600075

In later 1973, Roger Penske ordered a batch of 15 special RSR Porsches to contest an exciting new series dubbed the International Race of Champions.

The cars, each of which was finished in a unique colour, were to be driven by twelve of the world’s top drivers who would contest three 30 lap heats at Riverside in October 1973. Afterwards, the six drivers that had accumulated the most points would go on to compete in a 25 lap finale at Daytona in February 1974.

9114600075 (‘0075’) was painted Mexico Blue.

For the first heat at Riverside it was allocated to 1967 Formula 1 World Champion, Denny Hulme.

Hulme qualified sixth in the unfamiliar car, but actually started fourth after Emerson Fittipaldi and George Follmer were relegated to the back of the field because they missed the driver’s pre-race briefing.

In the race, the New Zealander initially dropped down to sixth. He subsequently went on to regain a position and ultimately finished fifth when David Pearson’s car fell back with a badly smoking engine during the last few laps.

For Heat 2 (which took place later the same day), the Mexico Blue 911 was allocated to 1973 Indy Car champion (and two-time Stock Car champion) Roger McCluskey.

For this second event, the organisers mandated a reverse grid which meant McCluskey started fifth as he had finished eighth in Heat 1. Unfortunately, McCluskey failed to complete the distance having spun into the Turn 9 wall on lap 14.

‘0075’ was repaired overnight in preparation for three-time NASCAR champion David Pearson to take the wheel in Heat 3. Pearson started second-to-last on the reverse grid as he had claimed the runner up spot behind George Follmer in Heat 2.

Despite his lowly grid position, Pearson moved through the field to finish an impressive fourth.

After the Riverside heats, eight of the IROC 911s were sent back to Porsche for a series of upgrades. ‘0075’ was one of the seven examples that remained in the US. It was subsequently sold to Henry McIntosh.

The next owner was Porsche racer Greg Loomis who used ‘0075’ as a road car.

By 1978, the IROC RSR had been sold to Werner Frank who raced it until 1981. During this period, the by now white and blue-striped car’s most notable result was 13th overall and fourth in class at the 1980 Sebring 12 Hours.

More recently, ‘0075’ has been restored to its original IROC configuration.

Notable History

Ordered by Roger Penske Enterprises, Detroit, Michigan

Mexican Blue

27/10/1973 IRC Riverside 1 (D. Hulme) 5th oa (#6)
27/10/1973 IRC Riverside 2 (R. McCluskey) DNF (#8)
28/10/1973 IRC Riverside 3 (D. Pearson) 4th oa (#2)

1974 sold to Henry McIntosh

Later sold to Greg Loomis

Later sold to Dick Barbour

Later sold to Werner Frank (Framm Promotions)

White with Blue stripes

18/03/1978 IMS Sebring 12 Hours (W. Frank / R. Schramm) DNF (#91)
16/04/1978 IMS Road Atlanta 100 mile (W. Frank) 19th, 9th GTO class (#91)
07/05/1978 IMS Hallett 100 mile (W. Frank) 7th oa, 3rd GTO class (#91)
18/06/1978 IMS Brainerd 100 mile (W. Frank) 13th oa, 5th GTO class (#91)
08/07/1978 TRA Watkins Glen 6 Hours (W. Frank / R. Schramm) 9th oa (#97)
13/08/1978 TRA Brainerd (R. Schramm) 13th oa (#97)
19/08/1978 TRA Mosport (R. Schramm) 15th oa, 9th C2 class (#91)
27/08/1978 IMS Mid-Ohio 250 mile (W. Frank / R. Schramm) 16th oa, 5th GTO class (#91)
04/09/1978 TRA Road America (R. Schramm) 9th (#91)

17/03/1979 IMS Sebring 12 Hours (R. Schramm / W. Frank) 19th oa, 9th GTO class (#91)
13/05/1979 IMS Hallett 100 mile (R. Schramm) 13th oa, 6th GTO class (#91)
17/06/1979 IMS Brainerd 100 mile (R. Schramm) 20th th oa, 8th GTO class (#91)
07/07/1979 TRA Watkins Glen 6 Hours (R. Schramm / W. Frank) 12th oa (#97)

22/03/1980 IMS Sebring 12 Hours (R. Schramm / R. Bartling) 13th oa, 4th GTO class (#92)
15/06/1980 IMS Brainerd 100 mile (R. Schramm) 8th oa, 4th GTO class (#91)
05/07/1980 TRA Watkins Glen 6 Hours (R. Schramm / R. Bartling) DNS (#91)
31/08/1980 IMS Road America 500 mile (R. Schramm / T. Klint / W. Frank) 13th oa, 4th GTO class (#91)
30/11/1980 IMS Daytona 250 mile Finale (R. Schramm / W. Frank) 10th oa, 4th GTO class (#91)

29/11/1981 IMS Daytona 250 mile Finale (R. Schramm / W. Frank) 15th oa, 6th GTO class (#91)

Subsequently restored to original configuration

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

VIN: the Nova Engineering Porsche 962 / Sultan of Brunei Dauer 962 LM chassis 151

<<<DAUER PORTAL
<<<962 LM PORTAL
<<<962 PORTAL

HISTORY OF CHASSIS 151

Chassis 151 was sold to Yojiro ‘Jiro’ Yoneyama who ran Nova Engineering, one of the top sports car teams in Japan. The new machine replaced Nova’s 1988-1989 example (chassis 132) and similarly appeared in the distinctive yellow colour scheme of long-term sponsor From A.

Yoneyama purchased chassis 151 to contest the 1990 Japanese Sportscar Championship and Nova’s home round of that year’s World Sportscar Championship: the Suzula 480km.

It was driven throughout the 1990 campaign by Akihiko Nakaya and Volker Weidler whose best finishes were second overall at the Suzuka 1000km (August 26th) and fifth overall at the season-opening Fuji 500km (March 11th). Nakaya and Weidler were joined in the car by Yukihiro Hane on three occasions, but chassis 151 failed to finish on any of these outings.

One such event was the season-ending Fuji 1000km on October 7th where chassis 151 had qualified as the fastest 962 in attendance with seventh quickest time. Unfortunately, on lap 98 Nakaya crashed heavily into the concrete wall at the last corner and retired on the spot.

Yojiro Yoneyama went on to purchase a new 962 for 1991: chassis 171.

The damaged remains of chassis 151 were subsequently sold to Jochen Dauer.

Back in Europe, chassis 151 was rebuilt to Dauer 962 LM trim; it was one of five examples that Dauer sold to the Brunei royal family, all of which were finished in different colours. Chassis 151 was painted silver and upholstered with a black interior.

Upon arrival in Brunei, the car was road registered BQ 7523.

It remains in the Brunei royal collection to this day.

Notable History

Sold to Yojiro Yoneyama (Nova Engineering - From A Racing)

11/03/1990 JSC Fuji 500km (A. Nakaya / V. Weidler) 5th oa, 5th C1 class (#27)
03/04/1990 JSC Fuji 1000km (A. Nakaya / V. Weidler / Y. Hane) NC (#27)
08/04/1990 WSC Suzuka 480km (A. Nakaya / V. Weidler) 10th oa, 10th C1 class (#39)
22/07/1990 JSC Fuji 500 mile (A. Nakaya / V. Weidler / Y. Hane) DNF (#27)
26/08/1990 JSC Suzuka 1000km (A. Nakaya / V. Weidler) 2nd oa, 2nd C1 class (#27)
16/09/1990 JSC Sugo 500km (A. Nakaya / V. Weidler) 7th oa, 7th C1 class (#27)
07/10/1990 JSC Fuji 1000km (A. Nakaya / V. Weidler / Y. Hane) DNF (#27)

Crashed at Fuji by Akihiko Nakaya

Sold to Jochen Dauer

Converted to Dauer 962 LM trim
Painted Silver with Black interior

Sold to the Sultan of Brunei

Registered BQ 7523

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

VIN: the Gulf Racing Porsche 917 K chassis 035

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

HISTORY OF CHASSIS 035

Chassis 035 was one of eight 917 Kurzhecks used by the Gulf Oil-sponsored John Wyer Automotive Engineering squad during the 1971 season. Porsche had recruited Wyer’s team to manage the 917 competition programme for 1970 and 1971 to enable the factory to concentrate on development.

Throughout its career, chassis 035 raced under the identity of 015 for carnet reasons. The real chassis 015 (another JWAE Gulf car) had returned to Porsche at the end of 1970.

035 made its debut at the opening round of the 1971 World Sportscar Championship, the Buenos Aires 1000km, where it was allocated to Pedro Rodriguez and Jackie Oliver. Although Oliver had a minor off during practice which necessitated some repairs, 035 still qualified on pole. It came home second in the race behind the sister car of Jo Siffert / Derek Bell.

JWAE next ran 035 at the Brands Hatch 1000km three months later (round four). Rodriguez / Oliver once again took the wheel and qualified fourth. Unfortunately, on this occasion 035 retired at one third distance with fuel feed problems.

Everything subsequently came good for 035 at the Spa 1000km five weeks later. Rodriguez and Oliver qualified third. Together with the pole-starting sister car, the Gulf 917s controlled the race from start to finish; Rodriguez / Oliver took the win and second placed Siffert / Bell were the only car not to be lapped.

Chassis 035 made its final two appearances at Watkins Glen towards the end of July where the World Sportscar Championship finale and a Can-Am race were held over consecutive days.

035 was allocated to Derek Bell and Richard Attwood who qualified fourth on the grid for the 6 Hour World Championship contest. Their race (like that of the other Gulf 917) was hampered by a rash of punctures and rain-soaked ignition leads. Nevertheless, they finished second and third with 035 taking the final podium spot.

The next day, Derek Bell drove 035 in the Can-Am race. By this time, the Group 5 917s were not in the same league as the unlimited Group 7 machinery. Bell qualified 15th and finished the 82 lap race in eleventh.

Afterwards, chassis 035 was retired from active duty.

In 1972 it was sold to serial Porsche racer, Raymond Touroul, who was based on the outskirts of Paris.

035 subsequently passed through the hands of a couple more French owners before entering the long-term ownership of Gilles Bochand in 1985.

Notable History

John Wyer Automotive Engineering / Gulf Racing

10/01/1971 WSC Buenos Aires 1000km (P. Rodriguez / J. Oliver) 2nd oa, 2nd S class (#32)
04/04/1971 WSC Brands Hatch 1000km (P. Rodriguez / J. Oliver) DNF fuel system (#7)
09/05/1971 WSC Spa 1000km (P. Rodriguez / J. Oliver) 1st oa, 1st S5.0 class (#21)
24/07/1971 WSC Watkins Glen 6 Hours (D. Bell / R. Attwood) 3rd oa, 2nd S class (#2)
25/07/1971 CAM Watkins Glen (D. Bell) 11th oa, 3rd S5.0 class (#93)

1972 sold to Raymond Tourol, Creteil

1973 sold to Marcel Balsa, Maison Alfort

1983 sold to Rene Mazzia, Le Mans

1985 sold to Gilles Bochand, Compiegne

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

VIN: the works / Henri Balas / Victor Blanc Porsche 911 2.0 R chassis 307670S R4

<<<PORSCHE PORTAL
<<<911 2.0 R PORTAL
<<<911 2.0 R FOR SALE

HISTORY OF CHASSIS 307670S R4

Chassis 307670 S, better known as R4, was the last of four 911 R prototypes that served as the basis for a subsequent batch of 20 production examples.

Built in mid 1967, the Lemon Yellow car was initially registered S-C 9200.

Porsche never raced or rallied R4. The still low mileage car was sold on May 12th 1969 to the French Porsche distributor, Sonauto in Levallois. From here, R4 was almost immediately dispatched to Etablissement Balas in Grenoble run by occasional race, Henri Balas.

In turn, Balas quickly sold R4 to French privateer, Victor Blanc, who entered the car for the 1969 Ronde Cevenole Rally, a 420km all-tarmac event that took place over June 8th and 9th. Drivers normally appeared without a navigator, as was the case with Blanc and R4.

Blanc was not classified among the event’s top 60 finishers; some reports state that R4 suffered an engine failure and the power unit was subsequently rebuilt by Heinz Schiller in Switzerland.

Regardless, it transpired that Victor Blanc did not keep up the repayments owed on R4 and the car was returned to Henri Balas.

Unable to find a buyer for the extremely specialised machine, Balas entered R4 into Lyon auction scheduled for October 15th 1970. By this stage, the car had a little over 2300km on the clock.

However, the day before the event, R4 was stolen while out on a test drive.

The car was ultimately discovered in March 1971; it had been hidden away in a Marseille warehouse and was found with a damaged engine and no seats. An additional 400km or so had been added to the odometer.

R4 was returned to Henri Balas who stored the non-running car until 1991. At this point it was sold to a UK collector and restored.

Notable History

Porsche System

Registered S-C 9200

Test car and prototype for 911 R production version

12/05/1969 sold to Sonauto, Levallois

Sold to Henri Balas, Grenoble

Sold to Victor Blanc

08/06/1969 IND Ronde Cevenole (V. Blanc) ran (#69)

Returned to Henri Balas as Blanc could not keep up repayments

10/1970 stolen

03/1971 discovered in Marseille and returned to Henri Balas

Stored until 1991 then sold and then restored

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

VIN: the works / Jaime Lazcano Porsche 911 2.0 R chassis 307671S R3

<<<PORSCHE PORTAL
<<<911 2.0 R PORTAL
<<<911 2.0 R FOR SALE

HISTORY OF CHASSIS 307671S R3

Porsche built four 911 R prototypes followed by a second batch of 20 production examples.

The R-numbered prototypes (R1 through R4) were initially retained for works use during the 1967 season.

R3 (based on chassis 307671S) was used by Porsche for just one competition outing: the 84 hour Marathon de la Route at the Nurburgring (August 22nd to 26th 1967).

This gruelling event had been created in 1965 to replace the Liege-Rome-Liege Rally. It combined the Nurburgring’s Nordschleife and Sudschleife circuits to give a 28.2km lap.

The 1967 running was Porsche’s first crack at the Marathon. They sent a three car team that comprised R3 and a brace of 911 S. For promotional reasons, R3 and one of the sister cars was fitted with Porsche’s new Sportomatic transmission.

R3 ran the event with a less highly tuned 175bhp 911 S Rally Kit engine. It was entered for Vic Elford, Hans Herrmann and Jochen Neerpasch.

The race got underway at midnight on Tuesday 22nd when the 43 starters were led away by Neerpasch in the 911 R and the Ford Belgium-entered Mustang driven by Taf Gosselin. However, the Neerpasch-Gosselin battle lasted less than an hour when the Mustang came in with serious rear suspension problems.

By the sixth hour, R3 had a full lap lead over one of the 911 S sister cars.

By dawn on Thursday, the brace of Sportomatic 911s had a ten lap lead over the chasing Minis while the manual gearbox sister car was making up for lost time after a couple of off-track excursions.

At 9am on Friday there was drama in the Porsche pit when R3 came in with a cracked front disc. A replacement took 15 minutes to fit which dropped the car to third and allowed the Sportomatic 911 S to take over at the head of the field.

However, early on Saturday morning, the leaders were also in trouble when Koch brought the Sportomatic 911 S in with a rough sounding engine. The Porsche mechanics tried to fit a fresh power unit, but did not manage to do so within the allotted time and the car was retired shortly before 5pm.

This left the 911 R in second behind the Andrew Hedges / Tony Fall / Julian Vernaeve Mini Cooper S.

14 cars headed into the final night, during which the 911 R re-took the lead although a cracked oil pipe meant it was having to make frequent stops.

By dawn, the pace had dropped as most crews just wanted to make the finish.

R3 ultimately came home 34 laps ahead the Hedges / Fall / Vernaeve Mini Cooper S. It had completed the 84 hour event at an average speed of 117.8kmh.

After its victorious outing, R3 was converted back to a manual gearbox and re-fitted with its R-spec. engine.

In this configuration it was sold to Spanish privateer, Jaime Lazcano.

Lazcano ran R3 at several events during 1968-1969, most notably picking up wins at Alcarreno and the Criterium Luis de Baviera. During his ownership of R3, Lazcano was normally navigated by Ricardo Munoz who appeared under the pseudonym Rizos.

For 1970, R3 was sold to another Spanish privateer: Julio Garcia Delgado.

Garcia Delgado raced the 911 R on a couple of occasions (finishing on the podium both times), after which the car was retired from active duty.

Garcia Delgado sold R3 in 1971. It remained in Spain until 2001 and has since been restored to original condition.

Notable History

Porsche System

Registered: S-ZZ 829

Sportomatic & 911 S Rally Kit engine

26/08/1967 IND Marathon de la Route, Nurburgring (V. Elford / H. Herrmann / J. Neerpasch) 1st oa, 1st Gr.6 class (#14)

Fitted with manual gearbox and 911 R engine

1968 sold to Jaime Lazcano, Spain

18/08/1968 ESP Rallye a las Rias Baixas (J. Lazcano) 27th oa (#6)

23/02/1969 ESP Rally Internacional del Sherry (J. Lazcano / R. Munoz) 2nd oa (#??)
23/03/1969 ESP Rally Alcarreno (J. Lazcano / R. Munoz) 1st oa (#??)
13/04/1969 ESP Criterium Luis de Baviera (J. Lazcano / R. Munoz) 1st oa (#??)
06/07/1969 ESP Rallye Internacional de Ourense (J. Lazcano / R. Munoz) 4th oa, 4th Class 6 (#2)

1970 sold to Julio Garcia Delgado, Spain

15/02/1970 ESP I Premio Escuderia Alicante, Vistahermosa (J. Garcia Delgado) 2nd oa, 1st Gr.6 class (#??)
06/09/1970 ESP Alcaniz (J. Garcia Delgado) 3rd (#??)

1971 sold to first of several Spanish owners

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

VIN: the works / Rene Mazzia Porsche 911 2.0 R chassis 305876S R1

<<<PORSCHE PORTAL
<<<911 2.0 R PORTAL
<<<911 2.0 R FOR SALE

HISTORY OF CHASSIS 305876S R1

Chassis 305876S, better known as R1, was the first of four 911 R prototypes built for works use during 1967.

R1 to R4 were followed by a run of 20 production cars manufactured between late 1967 and early 1968.

Chassis R1 made its public debut as a practice hack at the Mugello GP World Sportscar Championship race on July 23rd 1967 (the 911 R’s first competition outing). It was flogged around the 66km Tuscan road course by Vic Elford and Gijs van Lennep who went on to finish third overall and first in class with one of R1’s sister cars (chassis R2).

The 910s of Schutz / Mitter and Neerpasch / Stommelen finished first and second to give Porsche a clean sweep of the podium at Mugello.

R1 next appeared on September 24th when Gerhard Mitter took the wheel for the Schwabische Alb-Nueffen Hillclimb in Baden-Wurttemberg, southern Germany.

Mitter, the 1966 and 1967 European Mountain champion for Porsche, used R1 instead of his usual Flat 8-engined 910 Bergspyder. He finished third overall and won the two-litre Prototype class.

Eight months passed before R1 ran in public again; it was selected as the T-car for the 1968 Nurburgring 1000km in which Porsche went on to finish first (Siffert / Elford 908), second (Herrmann / Stommelen 907) and fourth (Neerpasch / Buzzetta 907).

R1 then went on to make what was the sole competition appearance for a factory-owned 911 R in 1968; it was loaned to the Swiss-based Hart Ski Racing Team for the Mugello GP on July 28th.

Hart Ski was a personal sponsor of Jo Siffert and during 1968 also backed the 910 driven by Rico Steinemann / Dieter Spoerry.

The Hart Ski Racing Team entered their Porsche 910 for Jo Siffert / Rico Steinemann and R1 for Dieter Spoerry / Ben Pon.

After a fast and consistent run, Spoerry / Pon claimed the final podium spot in their 911 R. They eventually crossed the line 22 minutes behind second-placed Siffert / Steinemann who had been relegated to the runner’s up spot after Steinemann hit a rock and picked up a puncture.

Porsche did not race R1 again. In March 1969 the car was sold to French privateer, Rene Mazzia.

That year, Mazzia primarily used R1 for hillclimbs and picked up a couple of outright victories.

R1’s last outing of ‘69 was on the Tour de France where Mazzia teamed up with Jean-Pierre Bodin.

The 1969 Tour de France was the first running of the event since 1964 after a lack of sponsorship had seen it drop off the calendar. The eight day contest took place from September 18th to the 26th and unusually took place in almost perfect weather.

Mazzia and Bodin finished the gruelling event in seventh overall (one of five 911s in the top seven to include the works 911 R of Larrousse / Gelin that won outright).

Mazzia in turn sold R1 to another French privateer, Pierre Capdevielle, who purchased the car in April 1970. Capdevielle used R1 for a handful of events during 1970 before selling it to the first of several private owners in January 1971.

Notable History

Porsche System

Registered: S-YZ 28

23/07/1967 WSC Mugello GP (G. van Lennep / V. Elford) T-car (#T)
24/09/1967 GMC Schwabische Alb-Nueffen Hillclimb (G. Mitter) 3rd oa, 1st 2.0 P class (#320)

19/05/1968 WSC Nurburgring 1000km (H. Linge) T-car (#T)
28/07/1968 IND Mugello GP (D. Spoerry / B. Pon) 3rd oa, 3rd P2.0 class (#9) Hart Ski Racing Team

03/69 sold to Rene Mazzia, Normandy, France

Registered 284 AJ 92 and 355 MP 72

23/02/1969 IND Rallye du Maine (R. Mazzia) ran (#??)
23/03/1969 IND Rallye de l'Ouest (R. Mazzia) ran (#??)
13/04/1969 IND Rallye Cote d'Armor (R. Mazzia) 1st oa (#??)
27/04/1969 IND Foret Auvray Hillclimb (R. Mazzia) ran (#??)
08/06/1969 IND d'Hebecrevon Hillclimb (R. Mazzia) ran (#??)
18/08/1969 IND Rallye Haute Normandie (R. Mazzia) 1st oa (#??)
26/09/1969 IND Tour de France (R. Mazzia / J.P. Bodin) 7th oa, 2nd P2.0 class (#177)

21/02/1970 IND Rallye du Maine (R. Mazzia) 1st oa (#7)
08/03/1970 IND Rallye International de la Cote Fleurie (R. Mazzia / J.P. Bodin) ran (#6)

04/1970 sold to Pierre Capdevielle, France

16/08/1970 IND d'Arette Hillclimb (P Capdevielle) 5th oa, 2nd in class (#??)
17/10/1970 IND Rallye Bayonne Cote Basque (P. Capdevielle) DNF (#??)

01/1971 sold

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

VIN: the Porsche Salzburg / Martini Racing Porsche 917 / 917 K chassis 023

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

HISTORY OF CHASSIS 023

Chassis 023 was one of four 917s leased to the Porsche Konstruktionen Salzburg team for the 1970 season.

The Salzburg operation was a quasi-works outfit run by Ferdinand Porsche’s grandson, Ferdinand Piech.

Although Porsche had signed a deal with John Wyer Automotive Engineering to race the 917 for 1970 and 917, Piech (who had been a key player in the car’s development) still wanted to run the 917 in a semi-official capacity.

As a result, 917s appeared throughout 1970 under the Porsche Konstruktionen Salzburg banner (Piech’s mother’s Austrian distributorship for the marque). Factory drivers Kurt Ahrens Jr., Vic Elford, Rudi Lins and Hans Herrmann were employed and the first John Wyer knew of the Salzburg operation was when they turned up for the season opener at Daytona.

For chassis 023’s first three races it ran in a plain white livery and was driven by Vic Elford. At the Brands Hatch 1000km, Elford was joined by Denny Hulme (substituting for Kurt Ahrens Jr. who had been injured in a high speed crash behind the wheel of a 917 Langheck). 023 qualified third and after a very wet race finished second.

At Monza, 023 ran the new 4.9-litre engine and updated Girling brake system. This time with Elford / Ahrens Jr. at the wheel, it qualified third but retired at mid-distance as the engine had been over revved.

At Spa, the same drivers qualified twelfth and had a good run to finish third.

For 023’s next two appearances it ran in a handsome orange and white-striped livery.

Richard Attwood and Hans Herrmann shared the car at the Le Mans 24 Hours where they qualified 15th. As the other 917s dropped out, 023 came through to take Porsche’s first outright win at la Sarthe. It finished five laps clear of the only other 917 to go the distance: the purple and green Martini-backed Langheck of Gerard Larrousse and Willi Kauhsen.

Despite such a historic victory, chassis 023 was pressed into service for three additional races.

Its last outing for the Salzburg squad came at the final World Championship event of season: the Zeltweg 1000km. Elford / Attwood qualified fourth and, although they stopped eight laps from the end owing to a broken oil cooler, 023 covered sufficient distance to be classified in fourth.

For 1971, the Salzburg operation was disbanded and their cars were leased to the Martini International Racing Team run by Hans-Dieter Dechent. Dechent inherited Porsche’s full roster of drivers to include Vic Elford, Gerard Larrousse, Kurt Ahrens Jr., Helmut Marko, Rudi Lins and Gijs van Lennep.

023 made two appearances for the Martini squad in 1971.

At the season-opening Buenos Aires 1000km, Elford / Larrousse qualified fourth, but they were disqualified having completed 65 laps after two mechanics went out on track to try and fix a faulty fuel pump.

Elford / van Lennep then qualified eleventh for the next round at Daytona. However, just before midnight, 023 suffered a tyre blowout while Elford was at the wheel. The car went up into the banking where it was heavily damaged albeit without injury to the driver. 023 was repaired but not raced again.

In 1972, Porsche sold chassis 023 to Vasek Polak for the collection at his Hermosa Beach showroom in California. Polak retained the car until 1982, at which point it departed for the collection of Yoshio Matsuda in Gotemba on the outskirts of Tokyo.

Matsuda in turn sold the car in 1999, since which time it has been through the hands of a couple more major collectors.

Notable History

Porsche Konstriktionen Salzburg

White livery

12/04/1970 WSC Brands Hatch 1000km (V. Elford / D. Hulme) 2nd oa, 2nd S5.0 class (#11)
25/04/1970 WSC Monza 1000km (V. Elford / K. Ahrens Jr.) DNF (#10)
17/05/1970 WSC Spa 1000km (V. Elford / K. Ahrens Jr.) 3rd oa, 3rd S5.0 class (#28)

Red with white stripes

14/06/1970 WSC Le Mans 24 Hours (R. Attwood / H. Herrmann) 1st oa, 1st S5.0 class (#23)
11/10/1970 WSC Zeltweg 1000km (V. Elford / R. Attwood) 4th oa, 2nd S5.0 class (#21)

Martini International Racing Team

Silver Martini livery

10/01/1971 WSC Buenos Aires 1000km (V. Elford / G. Larrousse) DSQ (#38)
31/01/1971 WSC Daytona 24 Hours (V. Elford / G. van Lennep) DNF (#4)

1972 sold to Vasek Polak, California

1982 sold to Yoshio Matsuda, Japan

1999 sold to Symbolic Motors, California

2000 sold to Julio Palmaz, California

2011 sold to Carlos Monteverde, London

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

VIN: the John Fitzpatrick Racing Porsche 956 chassis 102

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

HISTORY OF CHASSIS 102

Chassis 102 was one of a dozen Porsche 956s sold to customer teams for 1983. The car was purchased new by John Fitzpatrick Racing who also acquired chassis 110 mid-way through the season.

During 1983, Fitzpatrick’s cars usually appeared in the white and blue colours of title sponsor, J. David & Company. Established in 1979, the J. David investment group promised annual returns of 40%-50% on the interbank and foreign currency markets.

Company founder, Jerry David Dominelli, purchased multiple homes, several private jets and spent millions of dollars on high end cars. 1983 was the second season Dominelli had bankrolled the Fitzpatrick team.

For 1983, chassis 102 was normally allocated to John Fitzpatrick and David Hobbs.

The car’s debut came in the DRM season opener at Zolder where Fitzpatrick drove single-handedly to finish second. Thereafter, he was usually partnered by Hobbs.

During the course of the ‘83 season, Fitzpatrick and Hobbs most notably took third at Spa, fifth at Monza and fifth at Le Mans (where 102 ran in the white and green colours of Skoal Bandit with Rupert Keegan also on board).

Elsewhere in 1983 there was a sixth place finish for chassis 102 at Monza, a result matched by South Africans Sarel van der Merwe, Tony Martin and Graham Duxbury when they shared the car for the season-ending Kyalami 1000km (in white and blue Kreepy Krauly livery).

In December 1983, things began to unravel for Jerry David Dominelli when he was arrested for running a Ponzi scheme. $80m had gone missing from the company accounts and Dominelli was ultimately jailed for ten years.

With the loss of the team’s title sponsor for 1984, John Fitzpatrick ran his fleet of cars (which now included a third 956, chassis 114) with backing from a variety of sponsors to include Skoal Bandit, Sachs, Nigrin, Marlboro and Bob Jane T-Marts.

Aside from a couple of second place finishes for Franz Konrad in the DRM (at Diepholz and the Nurburgring), chassis 102’s results in 1984 were patchy. Its best placings in nine World Championship outings were sixth at Brands Hatch (for Thierry Boutsen, Guy Edwards and David Hobbs), eighth at Imola (Keegan, Konrad and Hobbs) and ninth at Sandown Park (Keegan and Konrad).

For 1985, the by now plain white chassis 102 appeared in two races backed by Jarvis Construction. After placing eleventh at the season opening Monza 1000km, drivers Dudley Wood and Manuel Lopez were joined by Guy Edwards for the Silverstone 1000km.

Having started twelfth on the grid, Wood came in after 36 laps to hand over to Lopez. With cold tyres and full tanks, Lopez left the pits and floored the throttle. Unfortunately, the car instantly got away from him. It span across the track, slammed backwards into the barrier, flipped around and then smacked the barrier head on.

Chassis 102 was wrecked, but Lopez escaped the spectacular accident with just a twisted ankle.

John Fitzpatrick sold the remains of chassis 102 to Siegfried Brunn in December 1988.

Notable History

John Fitzpatrick Racing

White and blue J. David livery

20/03/1983 DRM Zolder (J. Fitzpatrick) 2nd oa, 2nd C class (#11)
10/04/1983 WSC Monza 1000km (J. Fitzpatick / D. Hobbs) 5th oa (#16)
08/05/1983 WSC Silverstone 1000km (J. Fitzpatrick / D. Hobbs) 8th oa, 8th C class (#11)
29/05/1983 WSC Nurburgring 1000km (J. Fitpatrick / D. Hobbs) 6th oa, 6th C class (#11)

White and green Skoal Bandit livery

19/06/1983 WSC Le Mans 24 Hours (G. Edwards / R. Keegan / J. Fitzpatrick) 5th oa, 5th C class (#16)

White and blue J. David livery

03/07/1983 DRM Norisring (J. Fitpatrick) DNF (#10)
03/07/1983 IND Norisring Trophy (D. Hobbs) DNF (#10)
04/09/1983 WSC Spa 1000km (J. Fitzpatrick / D. Hobbs) 3rd oa, 3rd C class (#11)
02/10/1983 WSC Fuji 1000km (J. Fitzpatrick / D. Hobbs) DNS (#11)

White & Blue Kreepy Krauly livery

10/12/1983 WSC Kyalami 1000km (S. van der Merwe / T. Martin / G. Duxbury) 6th oa, 6th C class (#16)

White and green Skoal Bandit livery

23/04/1984 WSC Monza 1000km (R. Zorzi / G. Francia) DNF (#34)

Red and yellow Bob Jane T-Marts livery (Team Australia)

13/05/1984 WSC Silverstone 1000km (L. Perkins / P. Brock) 21st oa, 16th C1 class (#34)
17/06/1984 WSC Le Mans 24 Hours (L. Perkins / P. Brock) DNF (#34)

White and blue Sachs livery

01/07/1984 DRM Norisring (F. Konrad) 9th oa, 8th C1 class (#33)
01/07/1984 IND Norisring Trophy (F. Konrad) DNF (#33)

White and green Skoal Bandit livery

15/07/1984 WSC Nurburging 1000km (F. Konrad / D. Hobbs) DNS (#34)

White and green Nigrin livery

22/07/1984 DRM Diepholz (F. Konrad) 2nd oa, 2nd C1 class (#33)

White and green Skoal Bandit livery

29/07/1984 WSC Brands Hatch 1000km (T. Boutsen / G. Edwards / D. Hobbs) 6th oa, 6th C1 class (#33T)
05/08/1984 WSC Mosport 1000km (R. Keegan / F. Konrad) DNS (#55)

White and red Marlboro livery

02/09/1984 WSC Spa 1000 km Spa (P. Yver / F. Konrad) DNF (#34)

White and green Skoal Bandit livery

16/09/1984 WSC Imola 1000 km (R. Keegan / F. Konrad / D. Hobbs) 8th oa, 8th C1 class (#55)
23/09/1984 DRM Nurburgring (F. Konrad) 2nd oa, 2nd C1 class (#4)
02/12/1984 WSC Sandown Park 1000km (R. Keegan / F. Konrad) 9th oa, 9th C1 class (#55)

White Jarvis Construction livery

28/04/1985 WSC Monza 1000km (D. Wood / K. Niedzwiedz / M. Lopez) 11th oa, 9th C1 class (#55)
12/05/1985 WSC Silverstone 1000km (D. Wood / M. Lopez / G. Edwards) DNF (#55)

Wrecked by Lopez at Silverstone

Remains sold to Siegfried Brunn in December 1988

Text copyright: Supercar Nostalgia
Photo copyright: Supercar Nostalgia

VIN: the Porsche Salzburg / Martini Racing Porsche 917 / 917 K chassis 020

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

HISTORY OF CHASSIS 020

Chassis 020 was one of four 917s allocated to the quasi-works Porsche Salzburg squad for the 1970 season.

Although Porsche had signed a deal with John Wyer Automotive Engineering to race the 917 for 1970 and 917, Ferdinand Porsche’s grandson, Ferdinand Piech (who had been instrumental in the car’s development) still wanted to run the 917 in a semi-official capacity.

As a result, in addition to the Gulf-backed John Wyer cars, the 1970 season also saw 917s appear under Piech’s family’s Austrian import distributorship for the company: Porsche Konstruktionen Salzburg. Factory drivers Kurt Ahrens Jr., Vic Elford, Rudi Lins and Hans Herrmann were employed and the first John Wyer knew of the Salzburg operation was when they turned up for the season opener at Daytona.

Compared to John Wyer’s team, the Salzburg operation had far fewer cars at their disposal, which meant each of their four 917s contested a lot more races.

Chassis 020 appeared throughout the 1970 season in a handsome blue livery with white aero flashes.

Its best result came at the Brands Hatch 1000km in April when Richard Attwood and Hans Herrmann finished third behind a pair of Gulf entries.

Driving solo, Attwood also claimed third overall (second in class) with chassis 020 at the Watkins Glen Can-Am race in July. The day before, he and Kurt Ahrens Jr. had placed sixth in the weekend’s 6 Hour World Championship event. 020 had taken another sixth place finish at the Spa 1000km in May (for Attwood / Herrmann).

In its other outings during 1970, chassis 020 retired at Sebring and Monza (both with engine trouble) and then ran out of fuel at the Zeltweg season finale. The car had appeared during practice on two other occasions (the Targa Florio and Le Mans 24 Hours), but other cars had been chosen for the actual race.

The Salzburg operation was disbanded for 1971 and their cars were instead leased to the Martini International Racing Team run by Hans-Dieter Dechent. Dechent inherited Porsche’s full roster of drivers to include Vic Elford, Gerard Larrousse, Kurt Ahrens Jr., Helmut Marko, Rudi Lins and Gijs van Lennep.

Chassis 020 served as Martini’s T-car for the season-opener at Daytona, after which it was pressed into competition duty for the Sebring 12 Hours three weeks later. Having qualified fourth, Elford and Larrousse went on to claim a famous victory after the Gulf entries and the pole-starting Penske Ferrari 512 M all dropped out.

The car then contested the Brands Hatch 1000km (with van Lennep / Larrousse), but a loose undertray and a seized brake disc meant they were only able to finish ninth.

In chassis 020’s other two outings during 1971, the car posted a pair of DNFs. At Monza, Elford / Larrousse went out with a stuck throttle while at Spa 020 stopped early on with untraceable handling problems (again with Elford / Larrousse behind the wheel).

Thereafter, chassis 020 was retired from competition duty.

In 1972 it was sold to Vasek Polak for the Porsche collection at his Hermosa Beach dealership in California.

Polak then sold 020 to Yoshio Matsuda in 1982. It joined Matsuda’s significant collection on the outskirts of Tokyo.

Matsuda retained 020 until 1998, at which point the car returned to Polak who in turn sold it to Symbolic Motors in 1999. The car then went through the hands of a couple more US collectors before returning to Europe in 2005.

Notable Hisitory

Porsche Konstruktionen Salzburg

Blue with white stripes

21/03/1970 WSC Sebring 12 Hours (H. Herrmann / R. Lins) DNF (#17)
12/04/1970 WSC Brands Hatch 1000km (R. Attwood / H. Herrmann) 3rd oa, 3rd S5.0 class (#12)
25/04/1970 WSC Monza 1000km (H. Herrmann / R. Attwood) DNF (#9)
03/05/1970 WSC Targa Florio (H. Herrmann / V. Elford) DNS (#2)
17/05/1970 WSC Spa 1000km (R. Attwood / H. Herrmann) 6th oa, 6th S5.0 class (#29)
14/06/1970 WSC Le Mans 24 Hours (H. Herrmann / R. Attwood) DNS (#24)
11/07/1970 WSC Watkins Glen 6 Hours (R. Attwood / K. Ahrens Jr.) 6th oa, 6th S5.0 class (#32)
12/07/1970 CAM Watkins Glen (R. Attwood) 3rd oa, 2nd S5.0 class (#32)
11/10/1970 WSC Zeltweg 1000km (K. Ahrens Jr. / H. Marko) DNF (#20)

Martini International Racing Team

Silver Martini livery

31/01/1971 WSC Daytona 24 Hours (V. Elford) T-car (#-)
20/03/1971 WSC Sebring 12 Hours (V. Elford / G. Larrousse) 1st oa, 1st S class (#3)
04/04/1971 WSC Brands Hatch 1000km (G. van Lennep / G. Larrousse) 9th oa, 5th S5.0 class (#9)
25/04/1971 WSC Monza 1000km (V. Elford / G. Larrousse) DNF (#3)
09/05/1971 WSC Spa 1000km (V. Elford / G. Larrousse) DNF (#22)

1972 sold to Vasek Polak, California

1982 sold to Yoshio Matsuda, Tokyo

1998 sold to Vasek Polak, California

1999 sold to Symbolic Motors, California

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

VIN: the works Porsche 953 chassis 100021

<<<PORSCHE PORTAL
<<<953 PORTAL

HISTORY OF CHASSIS 100021

Having won the Paris-Dakar Rally driving a works Mercedes G Wagon in 1983, Jacky Ickx convinced his employers at Porsche that they should embark on a programme to win the gruelling desert raid.

Porsche agreed and a three-year programme was signed off for 1984, 1985 and 1986.

For the 1984 event, a trio of four-wheel drive 953s were built. One was allocated to Ickx and one to Porsche engineer, Roland Kussmaul (as a fast service car). This car, chassis 100021, went to 1981 Paris-Dakar winner, Rene Metge, and his navigator, Dominic Lemoyne.

Metge eased himself into the 1984 event. Despite having lost time with a puncture on the opening special stage (leg three: El Golea to In Salah), he had moved to the top of the general classification by the end of stage five (Tamanrasset to Iferouane).

Afterwards, the Frenchman’s lead was never seriously threatened, primarily as a result of technical problems for team-mate Ickx.

Metge won two stages during the 20 day contest; he was fastest on the Agadez to Niamey leg (stage nine), but then sustained damage when he hit a cow on stage eleven (Ouagdougou to Bouna) which necessitated the installation of a new windscreen.

The Frenchman’s other stage victory came on the route from Toubra to Kissidougou. However, he routinely finished in the top three and was hardly ever outside the top five.

Metge / Lemoyne ultimately finished with a time of 16 hours 58 minutes and 55 seconds. Second place went to the Zaniroli / Da Silva Range Rover which was two hours and 20 minutes behind.

The other Porsche crews came home sixth (Ickx / Brasseur) and 26th (Kussmaul / Lerner).

Afterwards, all three cars returned to the factory where they were freshened up and used as part of the 959 development programme.

Chassis 100020 and 100021 later made an unexpected return to front-line competition on the 1988 Paris-Dakar Rally after Porsche agreed to lease the cars to Jacques Laffite and Jean-Pierre Jabouille.

Although it may seem strange that such a historic machine was wheeled out for a second attempt at such a gruelling competition, the Foltene operation wanted two cars and one of the sister 953s (chassis 100022) had been rolled on the ‘84 event and was likely not considered for participation.

Freshly repainted bright green to reflect backing from Foltene shampoo, the cars (which had a shakedown on the Rally of Tunisia) were now said to have 250bhp.

Chassis 100021 was allocated to Jabouille and his navigator, Gilles Levent. By this time the car had been re-registered S JV 1181 (from the original BB PW 846).

Neither 953 initially ran in the top ten on the ‘88 event. Both arrived safely at Tamanrasset having completed stage four, but they were very late (rolling in at 2am) because of shock absorber trouble. Progress had been hampered as their support truck was missing.

Laffite and Jabouille checked in for the next stage (Tamanrasset to Djanet) and then waited for the truck to appear. It never did, so both cars were withdrawn from the event.

Chassis 100021 subsequently returned to Porsche and was restored.

It remains in the Porsche Museum to this day.

Notable History

WPOZZZ91ZES100021

Rothmans Porsche

Registered BB PW 846

01-20/01/1984 IND Paris-Dakar Rally (R. Metge / D. Lemoyne) 1st oa (#176)

Re-painted green Foltene livery (Foltene Porsche)

Registered S JV 1181

01-22/01/1988 IND Paris-Dakar Rally (J.P. Jabouille / G. Levent) DNF (#221)

Retained by Porsche and restored to its original configuration

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

VIN: the works / Jo Siffert / Solar Productions Porsche 917 / 917 K chassis 024

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

HISTORY OF CHASSIS 024

Chassis 024 was one of the rare Porsche 917s that never raced in period.

The car made its debut appearance at the 1970 Le Mans Test which took place over the weekend of April 11th and 12th.

The plain white #22 car ran under a John Wyer Automotive Engineering entry. As the date clashed with the World Sportscar Championship race at Brands Hatch, the Le Mans Test was rather poorly attended and wet weather kept lap times down.

024 was taken to la Sarthe for Mike Hailwood who would be driving for the team at the 24 Hours. Brian Redman also flew out from Brands.

Porsche additionally took one of their new Langheck 917s to France, but it only appeared for a brief shakedown and set 15th fastest time.

By contrast, Redman / Hailwood went quickest in 024 with a time half-a-second quicker than the works Ferrari 512 S driven by Jacky Ickx, Ignazio Giunti and Peter Schetty.

At some point after the Le Mans Test, chassis 024 was sold to Jo Siffert who had driven for the Porsche factory team since 1966.

Siffert had reputedly planned to use his 917 for the occasional race, however, the by now Gulf-liveried machine simply became a popular fixture at his Porsche and Alfa Romeo dealership, Jo Siffert Automobiles in Fribourg.

Between June and November of 1970, Siffert leased chassis 024 to Solar Productions for the Steve McQueen movie Le Mans.

Afterwards, the car returned to Switzerland to once again take up residence as the star attraction in Siffert’s showroom.

Unfortunately, on 24th October 1971, Jo Siffert was killed while racing in the non-championship F1 Victory race at Brands Hatch. The event had been organised to celebrate Tyrrell and Jackie Stewart’s wins in the Formula 1 Driver and Constructor standings.

Unknown to him, Siffert’s BRM had incurred suspension damage after a first lap coming together with Ronnie Peterson’s March. The BRM’s suspension failed with disastrous consequences a few laps later. Siffert’s car careered into the barriers and burst into flames with the Swiss ace unable to get out.

Jo Siffert’s funeral took place in Fribourg five days later when the streets were lined with thousands of mourners. Chassis 024, draped with a black cloth, headed the procession of vehicles.

024 was retained by Jo Siffert’s estate until 1976, at which point it was sold to French collector, Claude Prieur.

Prieur stored the car away until 2002 at which point it was sold.

Notable History

Porsche System Engineering

White livery

John Wyer Automotive Engineering entry

12/04/1970 IND Le Mans Tests (B. Redman / M. Hailwood) 1st oa, 1st S5.0 class (#22)

1970 sold to Jo Siffert (Jo Siffert Automobiles), Fribourg, Switzerland

Leased to Solar Productions Inc., North Hollywood, USA, for the Steve McQueen film ‘Le Mans’

1976 sold to Claude Prieur, France

Retained until 2002

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

VIN: Porsche 935 chassis 007

<<<PORSCHE PORTAL
<<<935 / 78 WERKS PORTAL
<<<935 FOR SALE

HISTORY OF CHASSIS 935 007

Chassis 007 was the last works 935 produced.

Porsche assembled 007’s tub and subframe assemblies so that in the event chassis 006 (their 1978 race car) incurred heavy damage, 007 could have been pressed into service. As it transpired, this was not necessary, so Porsche reputedly made tentative plans late in the year for 007 to be developed into an even more extreme 935 for 1979.

However, when Martini decided to pull the plug on motor racing sponsorship in late 1978, Porsche dropped their plans for any further sports car racing.

Chassis 006 headed to the Porsche Museum.

Meanwhile, the unfinished 007 was placed into the firm’s storage facility at Korntal where it remained for the next ten years.

During the mid 1980s, American Porsche collector and restorer, Kerry Morse, made several attempts to purchase 007. He was eventually successful and, in September 1988, the car left Germany for Morse’s workshop in Irvine, California.

Chassis 007 remained in its shipping crate at Morse’s premises while he gathered as many parts as possible. This was obviously a difficult task as only one 935 / 78 had ever been completed.

However, in 1981, Reinhold Joest had built a small number of air-cooled 935 / 78 replicas using factory-supplied drawings. Kerry Morse was able to source several parts from Joest, but 20 years later he was still a good way short of everything required.

With this in mind, Morse decided to sell the car to Porsche expert, Manfred Freisinger, in Karlsruhe, Germany.

View fullsize

View fullsize

View fullsize

View fullsize

View fullsize

View fullsize

Several years earlier, Freisinger had acquired a substantial number of new old stock racing parts from Porsche. Among this haul had been nearly all the parts required to finish 007 to include one of the spare DOHC 24 valve motors.

Chassis 007 was finally completed in 2011, since which time it has raced in several historic events.

Text copyright: Supercar Nostalgia
Photo copyright: Freisinger Motorsport - https://www.freisinger-motorsport.de/porsche/uk/

VIN: the works Porsche 953 chassis 100020

<<<PORSCHE PORTAL
<<<953 PORTAL

HISTORY OF CHASSIS 100020

The 953 was created for Porsche’s first attack on the daunting Paris-Dakar Rally (in 1984). A three-year Paris-Dakar programme would see the German firm return in 1985 and 1986 with prototype iterations of the 959.

Porsche built a trio of the four-wheel drive 953s; chassis 100020 was allocated to Jacky Ickx who had convinced the German marque to take up the challenge having won the event driving a Mercedes G Wagon in 1983.

After their successful collaboration in 1983, Ickx was again navigated by French actor, Claude Brasseur.

Despite having been a hot favourite for victory in ‘84, Ickx’s event got off to a bad start. On the first leg to incorporate a timed special stage (El Golea to In Salah on day four), he was slowed by a faulty fuel pump and two punctures.

His bad luck continued on the next stage (In Salah to Tamanrasset); an errant stone caused a short circuit in the electrical system 70km into the stage. It seemed that Ickx would have to retire, however, at the eleventh hour, one of the Rothmans MAN service trucks rolled into view and a temporary repair enabled chassis 100020 to reach Tamanrasset (although it had lost four hours and dropped to 139th in the overall standings).

Ickx bounced back by winning the next four stages through the desert from Tamanrasset to Agadez.

By the end of stage 15 (and with a couple more wins under his belt), Ickx had moved up to sixth in the general classification.

His last two wins came on the final day (when three timed special stages were held).

With eight stage wins in total, Ickx recorded four times as many as his closest competitor (team-mate Rene Metge with two).

Ickx / Brasseur finished the event sixth in the overall standings while Metge was crowned winner.

Afterwards, all three cars returned to the factory where they were freshened up and used as part of the 959 development programme.

Chassis 100020 and 100021 later made an unexpected return to front-line competition on the 1988 Paris-Dakar Rally after Porsche agreed to lease the cars to Jacques Laffite and Jean-Pierre Jabouille.

Repainted bright green to reflect backing from Foltene shampoo, the cars (which had a shakedown on the Rally of Tunisia) were now said to have 250bhp.

Chassis 100020 was allocated to Laffite and his navigator, Pierre Landereau. It appeared on the registration S JV 1180 (the original plate had been BB PW 604).

Neither car initially ran in the top ten on the ‘88 event. Both arrived safely at Tamanrasset having completed stage four, but they were very late (rolling in at 2am) because of shock absorber trouble. Progress had been hampered as their support truck was missing.

Laffite and Jabouille checked in for the next stage (Tamanrasset to Djanet) and then waited for the truck to appear. It never did, so both cars were withdrawn from the event.

In 1989, chassis 100020 was purchased by Porsche Club of America Prsident, Prescott Kelly. The car was shipped to California and restored to its 1984 configuration by Morspeed.

Kelly showed chassis 100020 several times before he sold it to a Japanese collector, Mr. Uba.

When Mr Uba's real estate business began to suffer in the 1990s, he sold the 953 (along with his ex-works 956) to American collector, Harry Mathews.

Mathews in turn sold the car in the year 2000.

Notable History

WPOZZZ91ZES100020

Rothmans Porsche

Registered BB PW 604

01-20/01/1984 IND Paris-Dakar Rally (J. Ickx / C. Brasseur) 6th oa (#175)

Re-painted green Foltene livery (Foltene Porsche)

Registered S JV 1180

01-22/01/1988 IND Paris-Dakar Rally (J. Laffite / P. Landereau) DNF (#220)

1989 sold to Prescott Kelly, USA

Restored to original configuration by Morspeed

Sold to Uba, Japan

Sold to Harry Mathews, USA

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

VIN: the Martini Racing Porsche 935 chassis 006 R20

<<<Porsche Portal
<<<935 / 78 WERKS PORTAL
<<<935 FOR SALE

History of chassis 006

The 935 / 78 was the last and most highly developed 935. Only one example was ever finished (chassis 006) although the spare was finally completed many years later (007).

Reserved for works use, chassis 006 was initially shaken down at Porsche’s Weissach proving ground in early March prior to heading for Paul Ricard where further tests were carried out.

The car made its competition debut at the Silvertsone 6 Hours in mid May. By this time, 006’s fully faired doors had been modified to a semi-shrouded configuration after the FIA deemed the original set-up illegal.

First qualifying took place in damp conditions, but Jochen Mass still smashed his 1977 lap record by over four seconds. In the dry afternoon session, Jacky Ickx lopped another seven tenths off to secure an easy pole position.

Chassis 006 was no less dominant in the race; Ickx and Mass ultimately finished seven laps clear of the competition.

Next up was the Le Mans 24 Hours where Rolf Stommelen and Manfred Schurti drove the 935 / 78. They qualified third after flying down the Mulsanne Straight at over 227mph.

However, the build-up to the race saw 006 blow a piston which necessitated a complete engine rebuild. The problem started when the car was driven to the circuit in heavy traffic as part of a misguided publicity stunt. 006 got caught in gridlock and prolonged low speed running overheated the engine which caused the blow-up in practice.

Unfortunately, 006’s race was delayed by a multitude of niggling problems. Having initially been forced to circulate at a conservative pace to run-in the new engine, the 935 / 78 was variously delayed by a faulty fuel pump, a stuck throttle, leaking radiators, a loose windscreen, a faulty distributor and a failed fuel-injection pump. Additionally, a persistent oil leak meant it needed a complete refill every 16 laps (the minimum distance permitted).

In total, chassis 006 spent nearly three hours in the pits and made around 35 stops. Nevertheless, Stommelen and Schurti managed to finish eighth overall.

The 935 / 78 next appeared at the World Sportscar Championship season finale on September 3rd: the Vallelunga 6 Hours.

Jacky Ickx was joined by Manfred Schurti and they claimed pole position by seven tenths of a second.

In the race, Ickx made a good start and rapidly established a big lead over the chasing pack.

It seemed 006 would take Porsche’s second World Championship win of the year. However, disaster struck with just ten minutes to go when Ickx coasted into the pits with a snapped fuel-injection pump belt. With no time to make a fix, the 935 / 78 posted a DNF.

Two weeks later, Porsche ran 006 at the annual 200 mile Norisring Trophy non-championship race.

This time Jacky Ickx drove single-handedly. He had set the fourth fastest time in qualifying when the car emitted a huge cloud of smoke; a holed piston necessitated an overnight engine rebuild.

As the race got underway, Ickx dropped to sixth off the line. He remained there until lap 14 when severe handling problems caused by a broken brake balance bar forced 006 into another retirement.

Chassis 006 was subsequently freshened up, after which it became an exhibit in the Porsche Museum.

Notable History

Martini Racing

14/05/1978 WSC Silverstone 6 Hours (J. Ickx / J. Mass) 1st oa, 1st Gr.5 class (#1)
11/06/1978 IND Le Mans 24 Hours (R. Stommelen / M. Schurti) 8th oa, 3rd Gr.5 2.0+ class (#43)
03/09/1978 WSC Vallelunga 6 Hours (J. Ickx / M. Schurti) DNF (#1)
17/09/1978 IND Norisring Trophy (J. Ickx) DNF (#40)

Retained by Porsche

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

VIN: the Porsche Salzburg / Martini Racing Porsche 917 / 917 K chassis 019

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

HISTORY OF CHASSIS 019

Although Porsche contracted John Wyer’s Gulf-backed team to handle the racing side of things with the 917 for 1970 and 1971, Ferdinand Porsche’s grandson, Ferdinand Piech (who had been a key player in the car’s development) still wanted to compete.

Piech was loaned four cars which would run under the Porsche Konstruktionen Salzburg banner (the Austrian Porsche distributor owned by his mother, Louise (Ferdinand Porsche’s daughter). The Salzburg team also got to use Porsche’s works-contracted drivers like Kurt Ahrens Jr., Vic Elford, Rudi Lins and Hans Herrmann.

The first John Wyer knew of the Salzburg arrangement was when one of the cars turned up to race at Daytona.

Chassis 019 made its debut at the Sebring 12 Hours on March 21st (round two of the 1970 World Sportscar Championship). It was finished in the Salzburg team’s trademark aero flash livery, in this case white with blue stripes.

Vic Elford and Kurt Ahrens Jr. qualified third, but they retired after 61 laps when Elford was hit by a slower car while trying to avoid another incident.

Chassis 019 was not seen again until mid July when it was taken to Watkins Glen for the double header 6 Hour World Championship event and Can-Am race (July 11th and 12th respectively).

Now presented in a blue colour scheme with white flashes (the reversal of its Sebring livery), Elford was joined by 1967 F1 World Champion, Denny Hulme. They qualified seventh, however, both the Salzburg cars in attendance struggled with chunking tyres. Nevertheless, 019 came home a respectable fourth overall.

Elford was back in 019 for the following day’s Can-Am race. He qualified ninth and had risen to fourth by the end of the 87 lap event. Hulme was the winner in his works McLaren M8D (a bona fide Group 7 car).

The Salzburg operation was disbanded at the end of 1970. For 1971, their cars were leased to the Martini International Racing Team run by Hans-Dieter Dechent. Dechent also inherited Porsche’s full roster of drivers for the new season to include Vic Elford, Gerard Larrousse, Kurt Ahrens Jr., Helmut Marko, Rudi Lins and Gijs van Lennep.

Resplendent in its new Martini colour scheme, chassis 019 appeared five times during the 1971 season. Unfortunately, it failed to finish on every occasion.

It retired with a blown engine after just two laps of the season-opening Buenos Aires 1000km (Marko / van Lennep). 019 then dropped out of the Daytona 24 Hours with a seized gearbox at two thirds distance (Marko / Lins).

At the Brands Hatch 1000km, fuel began leaking onto the rear tyres which briefly ignited in the pits and the car was retired (Elford / Redman). A broken fuel line then put Marko / van Lennep out of the Monza 1000km at one third distance.

In chassis 019’s final outing, the Spa 1000km, it retired after six laps when the engine died (Marko / van Lennep).

In 1972, chassis 019 was sold to Vasek Polak for the Porsche collection at his dealership in Hermosa Beach, California.

Polak retained the car until 1998, at which point it joined the Miles Collier collection (now the Revs Institute) in Naples, Florida.

Notable History

Porsche Konstruktionen Salzburg

White with blue stripes

21/03/1970 WSC Sebring 12 Hours (V. Elford / K. Ahrens Jr.) DNF (#16)

Blue with white stripes

11/07/1970 WSC Watkins Glen 6 Hours (V. Elford / D. Hulme) 4th oa, 4th S5.0 class (#31)
12/07/1970 CAM Watkins Glen (V. Elford) 4th oa, 3rd S5.0 class (#31)

Martini International Racing Team

10/01/1971 WSC Buenos Aires 1000km (H. Marko / G. van Lennep) DNF (#36)
31/01/1971 WSC Daytona 24 Hours (H. Marko / R. Lins) DNF (#3)
04/04/1971 WSC Brands Hatch 1000km (V. Elford / B. Redman) DNF (#8)
25/04/1971 WSC Monza 1000km (H. Marko / G. van Lennep) DNF (#4)
09/05/1971 WSC Spa 1000km (H. Marko / G. van Lennep) DNF (#23)

1972 sold to Vasek Polak, Hermosa Beach, California,

1998 sold to Miles Collier, Naples, Florida

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