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McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Khris Bharath – March 26, 2026

RM Sotheby's Magnus Walker 'Outlaw Collection' Auction: Top 10 Sales and Highlights

British-born and now Los Angeles-based, Magnus Walker built his reputation for turning air-cooled 911s into deeply personal machines that favor history and individuality over factory perfection. His warehouse in the downtown Arts District in L.A. reflects that mindset, filled with cars, parts, and memorabilia collected over decades. At RM Sotheby’s, “The Outlaw Collection” brought together 16 cars from a broader 160-lot sale that spanned nearly five decades of Porsche history. From early short wheelbase 911s to turbocharged icons and front engine transaxle cars from the 1980s and 1990s, the lineup mirrored Walker’s own journey through the brand. The collection achieved about $1,760,000 in total sales for automobiles, outperforming its pre-sale estimate range of $1,250,000 to $1,590,000, including seven cars that sold for over six figures. Overall sales surpassed $2,000,000. To evaluate those results, data from the duPont REGISTRY Garage app and the duPont REGISTRY Index (dRi) provide a useful benchmark. dRi is built entirely on real transaction data. From that dataset, three figures are established: a low value, a high value, and a median. That median becomes the dRi market value. Several cars in Walker’s collection exceeded those benchmarks. A 1967 Porsche 911 S led the group at $308,000, exceeding its pre-auction estimate between $150,000-$200,000. Close behind, a 1965 Porsche 911 hit $225,500, matched exactly by a 1976 911 Carrera 2.7 MFI at the same figure, which also did the same. Early long-hood cars continue to command serious attention, especially when tied to a figure like Walker, whose personal builds have shaped how enthusiasts view air-cooled 911s today. Then there is the spread, more specifically, 996s. A 2004 Porsche 911 GT3 closed at $159,500, while a 2002 911 GT2 followed at $148,500. Both represent a different era, the first to see water-cooling, sharper, more clinical. Looking at some models from the Translaxle era, Walker’s 1980 924 Turbo sold for $14,850. A 1979 928 changed hands at $14,300. Even a 1987 944 found a new owner at $9,900. These are accessible entry points, and are part of the same narrative, front-engine Porsches that Walker has long championed, often against conventional wisdom. Some of the most interesting results sit in the middle. The 1980 924 Turbo ‘Holbert Racing’ Widebody achieved $77,000, far above typical expectations for the model. That premium reflects rarity and story, not just specification. The 1974 911 Carrera ‘Flat-Nose’ Widebody Conversion brought in $50,600, showing continued appetite for period-style customization, especially when it aligns with Walker’s aesthetic. In the end, this was not a sale driven by a single hero car, but an underlying philosophy that combines passion, period-correct motorsport cues, and personal expression, which is all about preserving patina rather than restoring it. 10. 1974 Porsche 911 Carrera 'Flat-Nose' Widebody Conversion $50,600 9. 1968 Porsche 911 Urban Outlaw Starter Kit $66,000 8. 1980 Porsche 924 Turbo ‘Holbert Racing’ Widebody $77,000 7. 2002 Porsche 911 GT2 $148,500 6. 2004 Porsche 911 GT3 $159,500 5. 1966 Porsche 911 $192,500 4. 1976 Porsche 911 Turbo $203,500 3. 1976 Porsche 911 Carrera 2.7 MFI $225,500 2. 1965 Porsche 911 $225,500 1. 1967 Porsche 911 S $308,000 View All RM Sotheby's Inventory Images: RM Sotheby's

duPont REGISTRY Live Records Another Landmark Sale: 1-of-39 Porsche 911 Turbo S Flachbau Hits $1.1 Million

By Khris Bharath – January 21, 2026

duPont REGISTRY Live Records Another Landmark Sale as a 1-of-39 Porsche 911 Turbo S Flachbau Hits $1.1 Million

Just days after duPont REGISTRY Live, the new auctions platform from duPont REGISTRY Group crossed into seven-figure territory with the sale of the 1-of-60 Bugatti Chiron Pur Sport Jaune Mosheim, the platform delivered yet another defining million-dollar moment, with the sale of a 1994 Porsche 911 Turbo S Flachbau. After 99 bids (40 on the final day), the auction closed at $1,103,550, including buyer's premium. This particular example is one of just 39 U.S. market X85 flat-nose coupes ever built, reinforcing the platform’s growing momentum and continuing to actively work with consignors to offer some of the most sought-after automobiles in the collector car world. On the 964 generation, the Turbo S sits at the top of Porsche’s performance car hierarchy, developed through Porsche Exclusive and shaped by motorsport expertise refined alongside Andial. It was conceived as a statement rather than a production model, pairing the most potent version of the 964 Turbo’s powertrain with bespoke coachwork inspired directly by Porsche’s dominant 935 race cars. Power comes from the M64/50S 3.6-liter air-cooled flat-six, which puts out 385 horsepower and 384 pound-feet of torque, delivered to the rear wheels through a G50 five-speed manual gearbox. In period, this combination placed the Turbo S among the fastest road-going Porsches money could buy, delivering sharper response and a more visceral character than the standard 964 Turbo. What defines this particular example is the X85 Flachbau package, where Porsche replaced the traditional 911 nose with a hand-built slant-nose design featuring pop-up headlights, massive cooling intakes, Turbo S-specific side vents, and the unmistakable whale tail rear spoiler. What resulted was one of the most dramatic factory 911 transformations and one that is becoming increasingly desirable in Porsche circles for its rarity. To give you some context about that rarity, of the 76 total Flachbau Turbo S models built across X83, X84, and X85 specifications, just 39 were U.S. market X85 coupes. <- Gallery -> The specification elevates this Guards Red example, which includes Factory Porsche Exclusive options such as carbon fiber dash trim, power-adjustable bucket seats, a center console with a period car phone, distinctive stitching, and bespoke interior appointments. Each was effectively hand-assembled, making no two cars exactly alike and placing this model well above later Turbos in terms of rarity and craftsmanship. As values of air-cooled Porsches continue to climb and separate the exceptional from the merely desirable, the 964 Turbo S Flachbau sits firmly at the very top, as demonstrated with this sale and validated by duPont REGISTRY Garage App’s dRi predicted value. Several top-tier exotics have already sold on duPont REGISTRY Live, which offers a 14-day return policy and a 100% sell-through rate, giving you confidence before you place a bid. We currently have several exciting cars, including not one, but two celebrity-owned automobiles, that are set to close soon, along with plenty more coming before the end of the month. So, head on over to duPont REGISTRY Live and place your bids. View Listings Images: duPont REGISTRY

By Chris Peterson – August 28, 2024

Sotheby's Motorsport Presents: The 2024 Porsche 911 S/T –...

At Sothebysmotorsport.com, we are honored to introduce the very first 2024 Porsche 911 S/T to the market—an automotive masterpiece that pays homage to Porsche's rich racing legacy. This exceptional vehicle is one of only 1,963 units to be crafted, a nod to the year 1963 when the iconic 911 was first introduced. The 911 S/T is a modern tribute to the legendary early 1970s Porsche race cars, capturing the essence of those incredible machines while incorporating the pinnacle of modern engineering into what is likely to be one of the last manual gearbox Porsche’s to be built. The 2024 Porsche 911 S/T is not just a kick-ass sports car: it's an instant classic. Porsche engineers have meticulously developed it in the spirit of its forebears, utilizing lightweight panels wherever possible to achieve a weight of 3056 lbs, making it the lightest 992 generation 911. Under the hood lies the most powerful engine configuration available, allowing the 911 S/T to stand shoulder-to-shoulder with the fastest GT3 RS you can buy. Unlike its more aggressive siblings, this model features a refined interior that blends luxury with sportiness, providing the ultimate driving experience for those who appreciate both speed and comfort. While its exterior design is more subdued than the GT3 RS, it retains the timeless elegance and unmistakable presence that defines the Porsche 911 lineage. As the first 911 S/T to be offered for sale, this vehicle represents a rare and valuable opportunity for discerning collectors and Porsche enthusiasts alike. Sothebysmotorsport.com is proud to present this extraordinary car, a true testament to Porsche's enduring legacy of innovation and excellence. View Auction Listing

By Edward Jones – May 07, 2024

SOMO Auctioning Off Carrera White 2011 Porsche 911 GT3 RS...

This 2011 Porsche 911 GT3 RS 4.0, soon to be auctioned by SOMO, is one of the rarest road-going 911s of all time and represents a pinnacle of Porsche’s engineering excellence. It is the ultimate iteration of the 997-generation 911 lineup, drawing directly from Porsche’s rich GT racing heritage. Crafted largely by hand, only 600 examples of the Porsche 911 GT3 RS 4.0 were sold worldwide, making it one of the most revered and exclusive models to emerge from the Zuffenhausen factory. Its 4.0-liter flat-six is the most powerful naturally aspirated engine Porsche had ever installed in a road-going 911 at the time of the model’s release. This engine delivers 500 horsepower and produces 339 lb-ft of torque, featuring a high-tech array of components, including titanium connecting rods and forged pistons. Contrary to the earlier text, the top engine speed is an exhilarating 8,500 rpm—not 9,000—and it uses a six-cylinder layout typical of the 911, not a "boxer-four" as previously mentioned. This breathtaking redline underscores its lineage from the legendary, Porsche-defining Mezger-designed engine, the last of its kind to be equipped in a Porsche. With a 0-to-60 mph acceleration time of 3.8 seconds and a top speed of 193 mph, this car offers an exhilarating driving experience comparable to that of a racing car. The GT3 RS 4.0 also melds raw power with sophisticated mechanics. Its aerodynamic profile and lightweight structure are exemplary, employing Carbon Fiber Reinforced Plastic (CFRP) extensively throughout the bodywork. The front splitter, rear wing, and side skirts are expertly designed to generate significant downforce, enhancing stability and in-corner grip at high speeds. Its race-bred character is further amplified by a finely tuned suspension system. The wheels—20-inch in the front and 21-inch in the rear—are made of forged aluminum and are equipped with lightweight, high-performance racing compound tires. Presented here is a spectacularly pristine example of the 2011 Porsche 911 GT3 RS 4.0, meticulously maintained by its original owner in a temperature-controlled environment with just 920 miles on the odometer. Chassis number 005 is one of the earliest production models still held in private ownership, which only adds to its rarity and desirability. View Auction Listing

By Tyler Rampersaud – February 05, 2024

Bidding Ends Soon - Rare 2023 Porsche 911 Sport Classic L...

You can own one of Porsche’s greatest celebrations of its history. The 2023 Porsche 911 Sport Classic is in itself a victory lap for the historic manufacturer. It’s a dream driver’s car that combines some of the greatest aspects of Porsches from throughout Porsche’s 75 years, and the 911’s 60 years of history, which the Porsche 911 Sport Classic was created to celebrate. It builds off of the 911 Turbo’s high performance, incorporates driver’s car-oriented rear-wheel drive, a seven-speed manual transmission, and a wide body and a ducktail spoiler reminiscent of the historic Porsche 911 Carrera RS. With only 1,250 examples of the 992 Porsche 911 Sport Classic in existence, it’s not only one of the greatest driver’s cars that Porsche has ever made, but it’s also a collector-grade masterpiece that is sure to have its legacy cemented in Porsche’s celebrated history for years to come. As a rare, beautiful, and powerful collector car, the opportunity to own the 2023 Porsche 911 Sport Classic is rare, and that opportunity is here, with this example of the incredible sports car listed for online auction on Sotheby’s Motorsport. The car, with only 242 miles on its odometer, boasts the Sport Classic’s special and exclusive Sport Grey color, with a number 60 livery that evokes the legacy of the classic racing machines that helped build Porsche’s and the 911’s legacy. The interior is classic-inspired as well, with a stunning configuration that pairs Cognac-colored leather with Pepita houndstooth fabric. Features like a Burmester sound system, a state-of-the-art infotainment interface, and the optional Lane Change Assist, among others help this stunning car timelessly combine both classic and modern appeal. Being rare, powerful, beautiful, and driver-focused, there is every reason to covet this 2023 Porsche 911 Sport classic, which is listed now on SoMo for auction. Click below to bid now on this incredible car. Bid Now For The 2023 Porsche 911 Sport Classic Image Source: Sotheby's Motorsport

By Jordan Aquistapace – November 22, 2023

RM Sotheby's Preps For A Porsche-Packed Auction Event Fro...

RM Sotheby's presents 'The White Collection,' a unique auction of rare white Porsches and memorabilia in Houston, Texas. RM Sotheby's is set to showcase "The White Collection," a remarkable single-owner accumulation of the rarest and most sought-after white Porsche sports cars. Spanning from the iconic sports car manufacturer's early production years to the modern era, this pristine collection will be up for auction on 1-2 December 2023 in Houston, Texas. Curated by a Porsche fanatic and collector, The White Collection embodies the pinnacle of automotive collecting. Each Porsche in this grouping has been meticulously chosen for its originality, low mileage, and distinctive shades of white, directly from the factory. The auction will also feature nearly 500 lots of museum-grade Porsche accessories, posters, literature, tools, and rare parts, making it a dream come true for Porsche aficionados. As the Porsche market continues to soar, RM Sotheby's is excited to unveil this exclusive collection to help represent over a decade of passionate collecting. The auction event includes 63 motor vehicle lots, led by 56 Porsche sports cars, 2 Porsche tractors, and other automotive treasures. In addition to the vehicles, the auction will offer an extensive array of Porsche memorabilia in impeccable condition. "The White Collection" auction by RM Sotheby's is a celebration of Porsche's legacy and a testament to the enduring appeal of these timeless vehicles. View all RM Sotheby's inventory currently for sale on duPont REGISTRY by clicking the link below. View All RM Sotheby's Inventory Source: RM Sotheby's

By duPont REGISTRY – October 27, 2022

Rare 2016 Porsche 911 R Being Auctioned by Broad Arrow Au...

Presented by Broad Arrow Auctions. There are some cars so perfectly suited to the era in which they were created that they become representative of not just the ethos of the manufacturer but of what is key to an entire generation of automobile enthusiasts. The Porsche 911 R of 2016 is one such car. Built in limited numbers, it was an immediate hit with both Porsche collectors and automotive enthusiasts in general. So desired, in fact, that it ultimately normalized the idea of allocations and waitlists for those interested in purchasing the most desirable Porsche models. Delivered new in August 2016 this 911 R features an unbelievably low 193 miles at cataloging. No doubt impressed with the Communication Color livery in Porsche's marketing materials, 911 R limitation number '597' is finished in White with side stripes in Red. The interior is upholstered in black leather with GT Silver stitching and front lightweight carbon bucket seats with houndstooth inserts. This well-optioned 911 R features front axle lift, extended range fuel tank, LED Headlights in Black with PDLS and wheels painted in high-gloss black. On the inside, and most notably, it was optioned with A/C, Sport Chrono, BOSE stereo, Light Design package, carbon fiber floor mats and illuminated door-sill guards in carbon fiber. While the options list, as good as it is, creates the personalized spec of '597' there is no denying that the 911 R even in its most basic form is one of the best Porsche 911s of all time. All 911 R featured the 4.0-liter, 500-horsepower engine from the GT3 RS, a newly developed six-speed manual transmission, ceramic composite brakes, carbon fiber body panels, titanium exhaust, and a Magnesium roof panel. Any magazine or YouTube channel that could get their hands on a press car raved about the sound, power, and pure driving experience that surrounded anyone fortunate enough to sit behind the wheel. Integral to that experience was a Porsche enthusiast's combination of the 4.0-liter, 500-horsepower engine from the GT3 RS and Porsche's new six-speed 'GT Sport' manual transmission - developed exclusively for the 911 R. The new six-speed 'GT Sport' manual, closed up the ratios, and shortened the throws creating a connection between driver and car in a way no PDK equipped Porsche can. Rare is the opportunity to acquire an era-defining supercar like the 911 R, let alone with the odometer showing just over delivery miles, yet this R has, in effect, leapt from the brochure pages allowing the future owner to turn the daydreams of 2016 into reality today. View Estimated Price

By Edward Jones – October 28, 2021

1987 Porsche 959 Komfort - RM Sotheby's London 2021

Presented by RM Sotheby's - Technologically groundbreaking and remarkably powerful, the Porsche 959 began life as a project for the legendary Group B racing series. It utilized the same 89.4-inch wheelbase chassis as the 911 Carrera. As a competition model, however, the 959 was equipped with the 2.85-liter horizontally opposed 6-cylinder racing engine that began life in the 935 Moby Dick and Porsche’s Indy car project, being further developed for the superlative 956 and 962 racecars. The type M95950 engine featured air-cooled cylinders but the 4-valve heads were water cooled, and the block was built with titanium connecting rods, alloy pistons, and Nickasil-lined bores. A pair of sequential intercooled KKK turbochargers worked with Bosch fuel management to develop 444 hp at 6,500, outperforming much larger V-12s emanating from Maranello and Sant’Agata Bolognese. Chief engineer Helmut Bott insisted on a high degree of electronic technology, starting with the 959’s all-wheel-drive system. A torque differential dubbed PSK (Porsche-Steur-Kupplung) allowed the driver to manually control the percentage of power between the front and rear wheels, with as much as 80% reserved for the rear wheels under hard acceleration. Double wishbone suspension was adopted at all four corners, with dual shock absorbers for each wheel; one to administer the adjustable ride height, and one to govern ride stiffness. A forerunner of today’s active dampers, this system was incredibly advanced for its time, eclipsing anything then produced by the Italian manufacturers. The exterior design of course heavily borrowed from Porsche’s traditional 911 style, incorporating numerous venting ducts for cooling purposes. Chief designer Dick Soderberg and aerodynamicist Herman Wurst formulated the iconic integrated rear wing, which contributed to an impressively low drag coefficient of 0.31. While the floor and central cabin remained composed of steel, weight was reduced by using aluminum for the front deck lid and doors, polyurethane for the molded nose, and fiberglass-reinforced Kevlar for the remainder of the body shell. With the cancellation of Group B racing in 1986, the 959 continued as a customer road car model, although it cost so much to build that Porsche took a 50% loss on every car. By the conclusion of production in 1988, just 292 examples had been built, most of which were finished in the Komfort trim level with leather upholstery and air conditioning. The 959 was undeniably the stuff of dreams for an entire generation of young enthusiasts, depicted on posters in bedroom walls alongside the Ferrari F40 and Lamborghini Countach. Still admired by collectors today, it remains one of the most remarkable and advanced models ever built by Weissach. Claiming highly original unrestored condition and a life of modest driving use, this preservation-quality 959 should strike the fancy of any Porsche enthusiast. According to a factory build record and the research of respected marque authority Jürgen Barth, the 959 was assembled in November 1987, and finished in Grand Prix White paint over an interior of dark blue leather. The car was equipped with heated and electronically adjustable seats, and an alarm system. As documented by the service booklet, the Porsche was delivered new to Germany in early December 1987 before making its way to the United Kingdom, where it was first registered in June 1989. Two months later the kilometer-based speedometer was replaced by Porsche Reading with a gauge in miles (at the time, the original odometer read 2,811 km, equal to 1,747 miles). In October 1992 the 959 was sold to the consignor’s family by the respected dealer H.R. Owen, in London, at which point the new odometer displayed 1,597 miles. The car was then regularly submitted for routine service to the Porsche Centre in Reading, and service booklet entries indicate a steady accrual of modest mileage over the following 21 years. The car was most recently serviced by Porsche Reading in February 2021. This pampered Porsche has been gently used in central London for over a decade, becoming a well-known sighting among West End supercar hunters. Taking the 959’s original 1,747 miles of use in Germany into account, and the current odometer reading of 14,913 miles, this car is believed to have accrued no more than 16,660 miles, a desirably low figure for a 34-year-old supercar. Still displaying a high degree of authenticity with what looks to be the factory interior, this car would make an ideal participant at Porsche club gatherings and regional Concours d’Elegance. Or the next caretaker may enjoy its groundbreaking performance, technology, and styling, bringing the radical Group B design envelope to today’s autobahn. This vehicle will be offered at RM Sotheby’s 15th annual London auction on 6 November, taking place at Waterloo Place and online at rmsothebys.com. Contact a Car Specialist for more information or to register to bid. View Listing

By Edward Jones – September 14, 2021

Barrett-Jackson Houston Auction: 1979 Porsche 928 From “R...

Presented by Barrett-Jackson - The hero car from Paul Brickman's 1983 film 'Risky Business'. Multiple 928s were used during the production of the film, but this car was the featured vehicle, and received the brunt of screen time and seat time from the cast. It is one of three cars driven on set, and one of two cars used during the film's signature chase scene that culminated in Tom Cruise, looking straight into the camera, declaring the German carmaker's slogan, Porsche. There is no substitute. This 928 has resided in a climate-controlled environment in a private collection, where it has been meticulously cared for. Originally painted white, the 928 was refinished in gold for the movie. Following the film's production, the car returned to California, where it was discovered and returned to its original screen appearance. This 928 has been featured at numerous museums and displays. This car was a centerpiece at Porsche Cars North America for a year and was part of the Petersen Automotive Museums influential Porsche Effect Exhibit. While at the Petersen, Chad McQueen - son of legendary racer and actor Steve McQueen - sat in this car. The 928 also features signatures from several members of the film's cast - including Bronson Pinchot (Barry), Joe Pantoliano (Guido), Curtis Armstrong (Miles), and Francine Locke (Shower Girl) - and comes with several images of the car on set covered in camera rigging equipment. Additionally, this 928 was the subject of the documentary, The Quest for the RB928 (Risky Business 928), in which filmmaker Lewis Johnsen chronicles his journey to track down this particular 928. It was in this documentary that Risky Business producer Jon Avnet stated that he taught Tom Cruise how to drive a stick shift in this very car. The 928 is powered by a 4.5-liter V8 engine and backed by a 5-speed manual transmission that sends power to the rear wheels. This example wears 16-inch offset 5-hole aluminum alloy wheels and features a cork-on-cork leather interior. Extensive documentation accompanies the car. Hundreds of cars are set to cross the block with No Reserve at Barrett-Jackson’s Inaugural Houston Auction, September 16-18 at NRG Center. Check out the docket and become a bidder today! View Listing

By Edward Jones – August 11, 2021

RM Sotheby’s Presents The Fox Collection: 2015 Porsche 91...

Presented by RM Sotheby's - A brilliant step forward in both performance and technology following in the footsteps of the 959 and the Carrera GT, the Porsche 918 truly brought the manufacturer into the 21st century. At the forefront of both the 918’s technology and performance is its hybrid powertrain. Boasting three separate powertrains, the most noticeable of these is the mid-mounted 608-brake horsepower, gas-burning 4.6-liter four-cam V-8, a powerplant that produces almost exactly the same amount of horsepower as the 5.7-liter V-10 that graced the Carrera GT. It features dry-sump lubrication, direct injection, variable camshaft timing (Variocam), no external ancillary drive belts, and an Iconel exhaust system that exits between the cylinder banks at the top of the engine, which Porsche calls Internal Hot Side, or IHS. The conventional gasoline powertrain is mated to a hybrid module and decoupler unit which drives the rear axle through the now-renowned Porsche seven-speed PDK dual-clutch transmission. This hybrid module consists of a 154-brake horsepower AC electric motor that operates in parallel with the gas engine and also serves as the main electrical generator. A further electric motor producing 127 brake horsepower is mounted at the front axle and operates through an electric clutch. With all three powerplants working together, the 918 Spyder produces a monumental 887 combined horsepower and over 900 pound-feet of torque. With power being sent to all four wheels, the 918 Spyder can reach 62 mph from a standstill in just over two seconds, leading into a top speed of well over 200 mph. The car’s carbon-fiber rear wing and innovative aerodynamics help to keep the car planted at speed, delivering much needed stability as the speed increases. Of course, at some point, the driver will need to let off the accelerator and hit the brakes, and the 918 uses that to its advantage as well. The energy recovered by the braking system is captured and sent back to a 312-cell lithium-ion liquid-cooled battery pack that sits behind the passenger compartment, helping to add power back to the batteries. In addition, the battery pack can be externally charged via a plug-in universal charger fitted to the right side of the car. Since the 918 Spyder can be driven on electric power alone, it is classified as an Ultra-Low Emissions Vehicle. Slide behind the wheel and the 918’s cabin presents you with all you would expect from a 21st century supercar. A button on the multifunction steering wheel allows the driver to select from E-Power, Hybrid, Sport Hybrid, Race Hybrid, and Hot Lap drive modes, while the Porsche Active Aerodynamics (PAA) system offers a choice between Start, Speed, and Performance modes. The car’s infotainment and navigation system can be found on a touch screen on the elevated center console, providing a streamlined look for the system both when off and in use. Once production was given the go-ahead, Porsche decided to produce just 918 examples for road use. The production 918 Spyder finally debuted to the public at the 2013 Frankfurt Motor Show, with the first examples departing the factory by December of that same year. U.S. deliveries started in mid-2014. It is believed that roughly one-third of production was earmarked for U.S. clients. Those looking for something slightly more radical could opt for the addition of the Weissach package. Seeking to shed excess weight, Weissach package-equipped 918 Spyders are fitted with magnesium alloy center-lock wheels, lighter-weight Alcantara trim instead of the usual leather, fire-resistant fabric, fabric door-pull straps instead of conventional handles, and six-point harnesses. Air conditioning, Burmester stereo, and even the glovebox was removed, but could be added back at no cost if necessary. These weight-saving measures helped to shed over 100 pounds from its curb weight. This 2015 Porsche 918 Spyder was ordered in Black over a “Color-to-Sample” tan leather interior, equipped with the desirable Wessiach package. The consignor believes this to be the only such example specified this way. Further options include a front axle lift system, a glare-reducing interior package, stone guard, two-zone climate control, cup holder, Homelink, a seat-pad for the lightweight driver’s bucket seat, Burmester high-end surround sound and storage compartment, Porsche Universal Charger (AC), and a “Special Wishes” extended-length external charging cable that stores in the upholstered front luggage bay. It is accompanied by a window sticker, manuals with case, car cover with bag, and charger with case. This 918 Spyder has covered 8,193 miles from new at time of cataloguing. Pioneering hybrid-electric technology for not only Porsche as a company, but the supercar industry as a whole, the 918 Spyder is nothing short of a landmark vehicle. One of the fastest vehicles one can buy, but one docile enough to drive on a daily basis—and in total silence in full electric mode—it is truly one of the most interesting and exciting cars built thus far into the 21st century. With minimal production runs and maximized performance, the Fox Collection is filled with supercar selections that truly stand out from their contemporaries, with a combination of uncommon specifications, low mileages, and outstanding color combinations. The Fox Collection will be offered entirely without reserve at RM Sotheby’s Monterey sale, taking place 12-14 August 2021. View Listing

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