For Sale

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 duPont REGISTRY – October 09, 2026

Elferspot Spotlight: GT2 RS, IROC RSR and Sport Classic

This week's first highlight from Elferspot is a 700-hp GT2 RS ordered in a Lamborghini color, then finished with an almost obsessive amount of matching detail inside. The second is a 1974 IROC RSR that won both races it ever started in the series, first with George Follmer and then with Mark Donohue, before Al Holbert took it on to win again. And the third is a 992 Sport Classic in Paint to Sample Auratium Green, which might be the most interesting way we've seen anyone spec Porsche's rear-drive, manual, twin-turbo oddity. As always, we've kept the history to what matters for each car. This week's trio: three definitions of special, told through paint, provenance and the option list. 2018 Porsche 911 GT2 RS in Azzurro Thetys Metallic GALLERY-EMBED Azzurro Thetys Metallic comes from Lamborghini's palette, not Porsche's, and that alone sets this GT2 RS apart from the many low-mileage examples already tucked away in collections. It's a Paint to Sample car with 1,783 miles, and the first owner clearly didn't stop at the paint. The Weissach Package magnesium wheels have their outer rims finished in the body color. The same blue turns up again on the air-vent slats and even the key fob. Black leather and Alcantara are stitched in Platinum Grey across the seats, steering wheel, dash and door panels, with yellow picking out the headrest embroidery, the steering-wheel marker and the lightweight door pulls. The illuminated door sills carry the 6:47.3 Nürburgring lap time, in case anyone forgets what this car was built to do. Underneath all that detail is the familiar recipe: a 3.8-liter twin-turbo flat-six making 700 hp, a seven-speed PDK and rear-wheel drive, with the listing describing the drivetrain as matching numbers. Front-axle lift, BOSE Surround Sound and the Light Design Package take a little of the edge off daily use, and the nose is protected with PPF. Here's the honest bit. A low-mileage GT2 RS isn't hard to find anymore, and plenty of them have covered fewer miles than this one. What you won't easily find is one where the color runs through the whole car instead of stopping at the bodywork. Azzurro Thetys on a 911 is a bold call and won't be for everyone, but nobody is mistaking this one for another GT2 RS. View Listing 1974 Porsche 911 Carrera RSR 3.0 IROC, chassis 0124 GALLERY-EMBED Roger Penske's first International Race of Champions put twelve of the world's best drivers into identical Porsches, told apart only by their colors so the crowd and the TV audience could follow along. Porsche built fifteen RSRs for it: twelve to race and three spares. Chassis 9114600124, the black car, started out as one of those spares. Damage from the opening race at Riverside put it on the grid for Race Two, where George Follmer started ninth and won. The next day Mark Donohue took it from pole and won again. Two starts, two wins, which is why you'll often hear 0124 called the most successful IROC RSR of the lot. Al Holbert bought it after the Daytona finale and raced it through 1974, winning at Road Atlanta, Lime Rock and Mid-Ohio and finishing second overall at Daytona later that year. Then a testing accident in December did serious damage. Holbert moved the usable mechanical parts into another shell for his 1975 season, and what was left of 0124 went into storage for decades. That last part matters, so it's worth being clear about. In 2008 a German collector bought the remains along with the documentation and the rights to the serial number, and used them as the basis for a full restoration. What's on offer is a car rebuilt from damaged original remains, not a preserved survivor, and the parts Holbert salvaged went elsewhere. The seller says there are no competing claims to the 0124 identity, and it's that unbroken thread of chassis, serial number and paperwork that lets you follow the story at all. Recently serviced by Retro Sport in Richmond, California, it wears new Michelin TB15s and is described as fully streetable, with a 330-hp 3.0-liter flat-six and a manual gearbox. An onboard fire system is already fitted if you'd rather take it back where it belongs. There's a video on this one, too, and it's worth a few minutes. View Listing 2023 Porsche 911 Sport Classic in Auratium Green GALLERY-EMBED The 992 Sport Classic is one of the stranger things Porsche has built lately, and we mean that as a compliment. It borrows the Turbo's wide body and 3.7-liter twin-turbo flat-six, sends 550 PS (about 543 hp) only to the rear wheels, and makes you shift it yourself through a seven-speed manual. Just 1,250 were built. PCCB, rear-axle steering, PDCC and Sport Chrono all came standard, and the fixed ducktail points straight back at the Carrera RS 2.7. Most of them wear Sport Grey with the double stripes, which is a big part of the appeal. It's also why so many of them look alike. This one went another way. Paint to Sample Auratium Green sits over the Heritage Design Classic Black interior with Pepita seat centers, and since Porsche didn't offer the double stripes with PTS paint, number 21 side graphics do some of that period work instead. We'll admit the combination works better than we expected. The green leans vintage without sliding into costume. The first owner also ticked a long list of comfort and tech boxes, from Burmester High-End Surround Sound and Night Vision Assist to Exclusive Design taillights, lightweight noise-insulated glass and Power Steering Plus, with leather carried onto the trim inlays and inner door sills. It has 3,028 miles and full-body PPF. At USD 719,990 you're paying well beyond the original sticker, and some of that premium is the color. If the usual grey Sport Classic leaves you a little cold, though, this is the one to look at. View Listing

By duPont REGISTRY – October 02, 2026

1. Elferspot Spotlight: A 996 Anniversary, a MIZWA 993 and an Olive Spyder RS

This week was different for our Elferspot spotlights, and frankly more fun. The three cars picked earn their spot through how they were ordered and what has happened to them since, which means each one rewards the buyer who actually reads the details. We start with a 996 40th Anniversary car carrying a thick service file and a title history that deserves a straight conversation. Then it's back to the air-cooled era for a 993 Carrera S that Porsche Exclusive built for its Japanese importer, and forward again to a one-owner Spyder RS in a Paint to Sample green that may be the only one of its kind in the US. Asking prices run from roughly $60,000 to $285,000. At both ends, the lesson holds: on a Porsche, the option codes and the paper trail tell you more than the badge. 2004 Porsche 911 Carrera 40th Anniversary Edition GALLERY-EMBED Porsche built 1,963 of these to mark the 911's 1963 debut, and the Anniversary package was more than badges and trim. Every car got the X51 Powerkit, lifting the 3.6-liter flat-six from 320 to 345 PS (340 hp), along with a limited-slip differential, sport suspension and a Turbo-style front end. This one wears the model's signature GT Silver Metallic over Natural Grey leather, with the six-speed manual and 60,052 miles. The file is what caught our eye. CARFAX logs 28 service records, and PA Euros fitted a new clutch and flywheel in 2024, alongside timing-chain tensioner seals, an A/C compressor, a power-steering line and a recent brake-fluid flush. Plenty of 996s at this money are coasting on their badge. This one has had the bills paid. Now the part PA Euros, to its credit, puts right up front. Porsche bought this car back in October 2004 over wiring-harness concerns, and every title since has carried a Manufacturer Buyback or Lemon brand. CARFAX otherwise reports no accidents, structural damage, airbag deployment or odometer issues, and two decades of regular servicing is reassuring. It also shows 11 previous owners, which is a lot of hands for 60,000 miles. Neither point kills the car, but both will follow it at resale, so I'd ask for whatever paperwork exists on the original repair. And since this is an M96-engined 996, I'd ask about the IMS bearing too; the service list doesn't mention it. Get good answers, and you're looking at a rarer, quicker 996 with a lot of the expensive work already done. View Listing 1997 Porsche 911 Carrera S (993) GALLERY-EMBED Harper Porsche in Knoxville, Tennessee, sourced this one off-market from Austria, but its story starts in Japan. MIZWA, Porsche's importer there at the time, commissioned a small run of 993s through Porsche Exclusive, and this silver-over-black coupe is one of them. The option sheet reads like the list most 993 shoppers carry around in their heads: slick top (no sunroof, so a little less weight and a little more headroom), hard-back sport seats, the factory Aerokit, sport exhaust, sport suspension, a limited-slip differential, red calipers and Classic wheels. Finding a couple of those on one car is normal. Finding all of them is not. After its early years in Japan, the car spent most of its life with an enthusiast owner in Austria, and today it's a matching-numbers, two-owner example showing 107,050 km, or about 66,500 miles. The Carrera S arrived in 1997 with the wider rear bodywork of the Turbo and Carrera 4S, but kept rear-wheel drive and the 285-PS (282-hp) Varioram 3.6 with a six-speed manual. Here, the Aerokit and sport chassis sharpen that formula without dragging it into RS territory, which is exactly the balance a lot of air-cooled buyers are after. To be straight about it, $285,000 is serious money for a Carrera S that isn't a low-mileage car. What you're paying for is the combination, the Exclusive provenance and a car Harper's Classic team has already been through extensively. If you'd rather buy a finished car than spend two years hunting options one at a time, this is about as complete as a 993 Carrera S gets. View Listing 2025 Porsche 718 Spyder RS GALLERY-EMBED Spyder RSs tend to turn up in silver, gray or white. This one was ordered in Paint to Sample Olive Green, and the seller believes it's the only US-market Spyder RS in the color. It has one owner, 1,500 miles, a clean accident history, matching numbers and full paint protection film, and it's offered privately in Los Angeles. The spec under the paint is just as considered. There's the Weissach Package, PCCB, front-axle lift and the 20-inch forged magnesium wheels, which Porsche says save almost 10 kg (about 22 lb) over the standard forged aluminum set. Inside, 918-style carbon buckets in black leather and Race-Tex carry extended yellow deviated stitching across the seats, wheel, dash, console, gear-lever boot and door panels. Racing Yellow belts and door pulls and a yellow 12 o'clock marker on the wheel finish the job. It's restrained from 20 feet away and full of detail up close, which is the best kind of PTS car. Behind you sits the GT department's naturally aspirated 4.0-liter flat-six, good for 500 PS (493 hp) and driving the rear wheels through a seven-speed PDK. There's no manual on a Spyder RS, which will bother a few purists and nobody who has heard this engine near the top of its range. Speaking of which, the owner, who kept the car at Concours Collection Storage in Los Angeles and washed it by hand, reports that it has never seen more than 7,000 rpm. Redline is 9,000. So the next owner gets a properly run-in engine with its best 2,000 rpm still waiting, which might be the most appealing line in the whole listing. At $244,000, you're paying for a nearly new car in a specification that would be hard to replicate. View Listing

By duPont REGISTRY – September 25, 2026

Elferspot Spotlight: A Certified Carrera RS 2.7, 993 GT2 and a GT2 RS Weissach

Every so often the listings line up and tell a story without much help from us. This week it's the story of two badges. RS first went on a 911 for 1973, on a lighter, sharper car Porsche built so it could go racing. GT2 arrived in the mid-1990s on a stripped, rear-drive 993 Turbo built for exactly the same reason. By 2018, Porsche had put both names on one car. All three are on Elferspot right now, and all three sit at the far end of the market, where the car is only part of what you're paying for. The rest is paperwork. These listings come with very different amounts of it, from a Porsche Classic certificate issued this summer to a detailed spec sheet and not much else, so we've been straight about where each one stands. The first 911 RS, the first GT2 and the car that finally wore both badges. 1973 Porsche 911 Carrera RS 2.7 Touring GALLERY-EMBED Porsche needed 500 of these to homologate the 911 for competition, and buyers had other ideas. Demand pushed production to 1,580 cars, most of them in M472 Touring trim, which kept the RS running gear but gave back a properly finished road-car interior. The formula was simple enough: a 210 PS Type 911/83 flat-six, less weight, wider rear arches and that ducktail. Chassis 9113601491 was built on June 14, 1973, late in the run, in Signal Yellow over black leatherette. It keeps its matching-numbers engine and Type 915/08 five-speed, and the factory equipment includes Recaro sport seats on both sides, headrests and H3 auxiliary lamps. What really makes this car is the paperwork Porsche produced for it in July. An authorized Porsche Classic Partner in Japan, where the car sits now, inspected it and issued a Technical Certificate confirming the chassis, engine and transmission numbers, the Signal Yellow body and roof, the interior and the Touring specification. The body showed no visible damage, overall condition was rated excellent, and every mechanical area inspected passed without anything flagged for corrective work. For a 2.7 RS changing hands across borders, that carries more weight than any amount of seller enthusiasm. You aren't taking anyone's word for the numbers, because Porsche checked them a couple of months ago. A certificate tells you what a car is rather than where it has been, though, so the ownership story is still the conversation to have. And if you're buying from the US, budget for getting it home from Japan. View Listing 1996 Porsche 911 GT2 GALLERY-EMBED Porsche named the GT2 after the racing class it was built for, and the road car made very little effort to hide it. Starting from the 993 Turbo, Porsche deleted the all-wheel drive and cut around 205 kg (452 lb) in total, then added bolt-on arch extensions, a large fixed wing and a much harder chassis setup. It weighed 1,295 kg, about 2,855 lb, with 430 PS (424 hp) from the twin-turbo 3.6 going to the rear wheels alone through a six-speed manual. Porsche built 172 of these first-series road cars, followed later by just 21 with 450 PS. This 1996 car is one of the 430 PS originals, finished in blue with a two-tone black and blue leather interior and showing 55,860 km, roughly 34,700 miles. That's real use by GT2 standards, and personally I'd rather see one of these driven than stored. At USD 2,399,995, though, the badge only gets you so far. With 172 cars in the series, each one gets priced on its own history, originality and specification, and the listing doesn't go deep on any of that yet. Graham Rahal Performance is the place to ask, and the answers will decide whether this is simply a rare GT2 or an exceptional one. View Listing 2018 Porsche 911 GT2 RS Weissach GALLERY-EMBED Two decades on, the badges finally met. The 991 GT2 RS was the most powerful road-going 911 Porsche had built when it arrived: a 3.8-liter twin-turbo flat-six with 700 hp, sent to the rear wheels through a seven-speed PDK, with rear-axle steering and ceramic brakes as standard. The optional Weissach Package on this car is worth having for more than the look. Carbon roof, anti-roll bars and coupling rods, magnesium wheels and extra titanium hardware take off roughly 30 kg (66 lb). On paper this one is easy to like. One owner, 4,391 miles, carbon bucket seats and front-axle lift, with a red and black cabin that gives the car far more personality than the black paint does. West Coast Exotic Cars in Murrieta, California, is asking USD 729,990. The caveat runs opposite to the Carrera's here. Specification is covered in detail, chronology much less so, and the listing doesn't publish service records, accident or paint status, the original delivery market or an option-code sheet. That's not unusual for a dealer listing, but it's what you'd want in hand before committing at this level. Very low use over eight years also means tires, fluids and anything rubber deserve a close look, whatever the odometer says. View Listing

By duPont REGISTRY – September 18, 2026

Elferspot Spotlight: A Mid-Engined RUF, a Manual Anniversary 911 and Workshop 5001's First Car

Most Porsche shopping happens inside a fairly narrow band. You pick a model, settle on a year, sort by mileage, and go. What makes browsing Elferspot worth the time is everything sitting outside that pattern, the cars that only really make sense once somebody explains them to you. This trio needs the explanation. One is a mid-engined RUF wearing a finish that changes character depending on where you stand. One is a numbered factory special with three pedals, a thick folder of paperwork, and a signature from a Brumos legend. The last is a 1973 long-hood that looks almost stock and absolutely is not. Three Porsches, three completely different arguments for what makes one worth keeping. 2009 RUF CTR3 GALLERY-EMBED The CTR3 is the point where RUF stopped being a tuner in any meaningful sense. There is no 911 underneath it. The 3.8-liter twin-turbo flat-six sits ahead of the rear axle in a purpose-built mid-engine chassis, driving through RUF's own six-speed sequential manual transaxle, and the seller puts total production at roughly 31 cars since 2008. This 2009 example has covered 1,901 miles. Then there is the paint. Chroma Flash Hologram Matte does something genuinely strangeelfer in shifting light, and against a Sport Red interior it gives the car the kind of personality most low-mileage supercars have quietly optioned away. The rest of the specification is thorough rather than loud: carbon-ceramic brakes, a hydraulically adjustable front axle, leather-wrapped carbon seats, Grey Alcantara, RUF's own instruments and controls. One caveat worth flagging. The listing quotes 682 hp in the description and 701 hp in the structured specifications, so if the exact figure matters to you, get it confirmed by Young Motorcars in writing before you fall for the number. It changes nothing about how rare the car is. It is just the sort of thing you want settled early. View Listing 2014 Porsche 991 Carrera S 50 Jahre Edition GALLERY-EMBED Limited editions live or die on whether the individual car backs up the badge. This one does. Number 0906 of 1,963, Geyser Grey Metallic over Agate Grey with the model-specific houndstooth seat centers, 16,600 miles and, crucially, the seven-speed manual. Porsche built the 50th Anniversary on the Carrera S but handed it the wide Carrera 4 body, Fuchs-inspired Sport Classic wheels, Sport Chrono and PDCC, with 400 naturally aspirated horsepower going to the rear wheels only. What separates this one is the file that comes with it. Original window sticker, service records, both keys, previous Porsche CPO history and a recent DME report showing seven Range 1 ignition events, which is about as clean as these get at this mileage. Hurley Haywood has signed it, and that deserves a moment of thought, because a signature is permanent and a small slice of buyers would rather have the car untouched. Most will take the Brumos connection gladly. Beyond that it is front paint protection film and a hardwired radar detector, the second of which is an easy reversal if it bothers you. View Listing 1973 Porsche 911 Outlaw GALLERY-EMBED Marlon Goldberg left Singer and built this. Number 1 is the first complete car to leave Workshop 5001, and it was plainly meant to argue a point, because almost nothing about it shouts. Nardo Grey, narrow bodywork, steel wheels. Goldberg and John Bowman deliberately stepped around the wide-body, backdate-heavy formula that was taking over at the time. The original owner called it a "wolf in sheep's clothing" and eventually sold a 997 GT3 RS because he would rather drive this. Under the restraint sits real engineering. The 3.4-liter twin-plug flat-six makes north of 318 hp on Jenvey individual throttle bodies and a MoTeC M84, running through a rebuilt 915 gearbox with a limited-slip differential and KW three-way Motorsport coilovers. The chassis was stitch-welded and reinforced on a Celette bench, work Workshop 5001 puts at roughly USD 40,000 by itself and credits with a 15 to 20 percent gain in rigidity. It shows 7,870 miles since the build. Valuing it is the tricky part, since you are pricing a builder's reputation and a first car rather than a production number, and that is harder to benchmark than a numbered edition. The upside is how well documented it is. Elferspot's own feature on the car has Goldberg and the original owner on the record, which is more than most cars in this corner of the market can offer. View Listing

By duPont REGISTRY – September 11, 2026

Elferspot Spotlight: Three Porsches, Three Very Different Kinds of Rare

Rarity gets thrown around a lot in the Porsche world. Almost every listing has a production figure attached somewhere, and some of those figures deserve a raised eyebrow. What we look for at Elferspot is the car where the rare part genuinely matters, where it changes how the car looks, drives or feels to own, and where the paperwork backs it up. This week's three all clear that bar, just from very different directions. One is a 997 you'll spot from the far end of a parking lot. Another is a 993 most people would walk straight past. The third is a RUF so thoroughly personal that you'll either love it on sight or need a minute to work out what you're looking at. 2011 Porsche 911 Carrera GTS in Paint to Sample Riviera Blue GALLERY-EMBED Riviera Blue is what stops you. According to the seller, only five 997 Carrera GTS Coupés were painted in this Paint to Sample color worldwide, and this German-market example still wears its original finish, with an accident-free history and maintenance kept entirely within the Porsche service network. Automotive Passion GmbH in Appen, Germany, is offering it with 121,174 kilometers on the clock, which we'd count in its favor. A PTS GTS that has actually been driven is far easier to enjoy than one that has spent its life as a delivery-mile ornament. The spec behind the paint holds up, too. Porsche introduced the Carrera GTS in 2010 as the bridge between the Carrera S and the GT3, giving it the wider body, center-lock wheels and a naturally aspirated 3.8-liter flat-six rated at 408 PS. This one has the dynamic options you'd hope for, with RS Spyder wheels, Sport Chrono Package Plus, the sports exhaust, PASM and a mechanical limited-slip differential all ticked, while the cabin pairs black full leather with an Alcantara headliner and Porsche Exclusive touches like stainless-steel door sills and embossed crests on the headrests. The caveat is the gearbox. It's PDK, and a good share of 997 buyers will only look at a six-speed manual. If you're not one of them, this is one of the most desirable naturally aspirated Carreras of the generation in a color you'll almost never see twice. View Listing 1995 Porsche 911 Carrera 2 With the Factory X51 3.8-liter Engine GALLERY-EMBED Black, narrow-bodied, no wing. Park this 993 Carrera 2 at any Porsche meet and most people would stroll right past it, which is exactly what makes it fun. Porsche fitted it from new with the X51 factory Motorsport engine package, taking displacement from 3.6 to 3.8 liters and output to 285 PS while keeping the early non-Varioram architecture. The seller, Popea Auto Collec in France, estimates that roughly 80 Carrera 2 X51 cars were built. Treat that number as theirs, but it goes a long way toward explaining why you so rarely see one come up for sale. The rest of the option sheet is unusually serious for a standard-bodied Carrera. Alongside the X51 you get the 033 sports suspension, option 220's 40 percent limited-slip differential, the six-speed G50/21 gearbox and 17-inch Cup wheels, and code 09991 points to Porsche Exclusive involvement. Air conditioning, heated seats and an electric sunroof suggest the first owner wanted the engine without giving up any comfort, which we find oddly charming. Now the honest part. At 209,500 kilometers this car has been used properly, the seller openly acknowledges age-related imperfections in the body, and the chassis now runs Bilstein B16 suspension with reinforced H&R anti-roll bars, a change that will please a driver more than an originality purist. What steadies the picture is the file: a service booklet, invoices from Porsche Centers and recognized specialists, and a recent round of work covering the clutch, brakes at both ends, rear tires, the air-conditioning condenser, plugs and fluids. Just under EUR 100,000 for a matching-numbers X51 manual with that kind of history is hard to argue with. View Listing 2002 RUF 3400S in Light Purple Opal and Amparo Blue GALLERY-EMBED Then there's this. The paint on this RUF 3400S starts in Light Purple Opal at the nose and gradually becomes Amparo Blue Metallic toward the tail, and the idea doesn't stop at the bodywork. The convertible top is purple. The cabin mixes blue leather and Alcantara, the 996 GT3 bucket seat backs are finished in Amparo Blue Metallic, and even the brake calipers follow the progression, purple up front and blue at the rear. According to the listing, the first owner was close to the RUF family and chose the colors as a tribute to her own hair. You can think whatever you like about the result, but nobody can say it was done halfway. Under all that is a proper RUF. The 3400S started from the Boxster concept and moved well beyond it, with a 3.4-liter 996-derived flat-six tuned to around 305 PS, a six-speed manual, upgraded suspension and a dual exhaust. This car adds RUF mirrors, side skirts, 19-inch RUF wheels, a removable rear wing and a 996 GT3 front bumper, and it carries a genuine RUF chassis number, which is the first thing any collector should check. The seller states only twelve 3400S examples were built. It has covered 75,700 miles with three owners, and it comes with invoices, manuals, spare keys and a service record spanning RUF Automobile, Porsche Centers and specialists in the UK, Germany and South Africa, plus a full restoration by Black Falcon in Meuspath between 2015 and 2019 that cost more than EUR 25,000. The obvious caveat is that a specification this personal narrows the pool of buyers to people who truly love it. For the right person, that's the whole point. View Listing

By duPont REGISTRY – September 04, 2026

Elferspot Spotlight: Three Porsches That Keep Their Best Details Hidden

Some weeks the three cars line up so neatly you could write the headline before you write the piece. A color story, a Paint to Sample run, a decade. This week refused to cooperate. What came out of the Elferspot listings was a Guards Red air-cooled Turbo, a silver 904 with a competition record most museums would envy, and a black 911 Dakar. On paper, nothing connects them. Spend a few minutes with each one, and the link shows up anyway. Not one of these cars tells you what it is from twenty feet away. The Turbo reads as a nice red 993 until you get into the option codes. The 904 reads as a 904 until you read the entry lists. The Dakar has quietly declined the livery that sells most of them. All three keep the interesting material below the surface, in the paperwork, the build sheet, or the seats, and that is exactly the kind of car worth slowing down for. 1964 Porsche 904 Carrera GTS, Chassis 080 GALLERY-EMBED Chassis 904-080 does not need the usual preamble about why the 904 matters. Gianni Bulgari watched Briggs Cunningham race one at Sebring in early 1964, then bought this car straight from Porsche that spring. Weeks later, he and Maurizio Grana were leading the Targa Florio outright before suspension damage ended the run. Porsche repaired the car at the factory, and in June, Bulgari took it to the old Mugello road circuit and won. There was a win at Vallelunga too, and further podiums, before the car crossed the Atlantic and Sam Posey got hold of it. In February 1966, Posey shared 080 with Jim Haynes and Harry Theodoracopulos for eleventh overall at the Daytona 24 Hours. Racing Sports Cars records period entries at all of it independently, which matters, because history this good is worth checking rather than repeating. The present-day picture is just as interesting. The car has stayed with its current owner since 1988, was inspected by Porsche specialist Jochen Bader in May of this year, and is now European-tax-paid and road registered. It also comes with two engines. A RUF-rebuilt six-cylinder is fitted for use, while the original-style Typ 587/3 four-cam, rebuilt by Dr. Pohl, comes with the car. Be honest about what that means: the four-cam is central to the whole 904 concept, the bonded fiberglass body over a pressed-steel chassis, Porsche's first production car built that way, and the six in the back is a practicality decision rather than a purist one. Some buyers will want it swapped back on day one. Others will drive it exactly as it sits and be glad of it. Porsche records 106 four-cylinder cars, and this is one of the ones with a story attached, so the argument is really about how you plan to use it, not whether it is worth having. View Listing 1995 Porsche 911 Turbo WLS1 GALLERY-EMBED Guards Red on an air-cooled 911 is not news. What sits underneath it here is. This 993 Turbo left the factory in December 1995 with the X50/WLS1 power package, which took the 3.6-liter twin-turbo flat-six to 430 PS through a six-speed manual and all-wheel drive, and Porsche confirms that increase arrived with the 1996 model year. It was then specified further through Porsche Exclusive: XD7 for the front strut brace, XD9 for body-colored wheel centers, X70 for the stainless steel Exclusive door sills, with codes 09971 and 09981 marking the Exclusive build itself. That is a much more deliberate order than a standard Turbo with a power upgrade bolted to it. The seller states 183 factory X50 cars were built. Worth keeping attributed to them rather than treating as a settled production figure. The documentation does real work rather than just filling a folder. The car was collected at the factory in Stuttgart on December 4, 1995, saw early service at Sportwagen-Center Schmidt + Koch in Bremen, and picked up an Approved Used warranty from Porsche Zentrum Hamburg in 1999. Porsche specialists handled it after that; the stamped booklet is still with the car, and a pre-sale service this year included new Michelin Pilot Sports. It shows 108,000 kilometers, has matching numbers, is accident-free, was supplied new in German-market C00 specification, and the seller describes the paint as original. That last point is the one that carries the price, and it is also the one to look at closely in person, because original paint at this mileage is a claim worth verifying with your own eyes. If it holds up, the appeal is straightforward. Factory WLS1, Exclusive specification, matching numbers and original finish rarely turn up in the same car. View Listing 2023 Porsche 911 Dakar GALLERY-EMBED Most Dakars introduce themselves from the far end of the parking lot. This one does not. Finished in plain Black L041 with the Rallye Design graphics left off, it puts the whole job on the raised ride height, the all-terrain tires and the bodywork, and it works. The mechanical package is unchanged: 480 PS from the 3.0-liter twin-turbo flat-six, eight-speed PDK, all-wheel drive, off-road chassis tuning and Pirelli Scorpion All Terrain Plus tires, riding 50 millimeters higher than a Carrera on sports suspension, with another 30 available from the lift system. Production stopped at 2,500. Those numbers are useful here mainly because they explain why a black car with no livery still looks nothing like a regular 992. The restraint stops at the door handle. Inside are carbon full buckets with checked fabric centers, the same material in the door inserts, and sill inscriptions reading "In doubt, never lift" and "Are you sure?". Add the carbon roof, Sport Chrono Plus, PDCC, darkened Matrix LED headlights, heated sports steering wheel, surround-view camera, and roof rack preparation. One owner, German delivery, built in November 2023 as a 2024 model year car, first registered that January, accident-free and matching numbers per the listing, with a fresh service from Porsche Heilbronn in August. The catch, if you want to call it one, is the 11,950 kilometers on the clock, which puts it outside the delivery-mileage bracket collectors tend to chase. I would argue that is the point. This is a Dakar that someone has actually used, kept up to date at Porsche, and specified with a sense of humor rather than a spec sheet aimed at resale. View Listing

By duPont REGISTRY – August 21, 2026

Elferspot Spotlight: A Le Mans-Era 904, a Signal Yellow SC Targa and a 230,000 km GT3 RS

Elferspot tends to be at its best when the selection refuses to make a neat argument, and this round is about as broad as the marketplace gets. The Porsche-focused platform pulls collector-grade cars from dealers, specialists and private sellers across Europe and North America, and the three we picked this time sit at wildly different ends of the hobby. One is a seven-figure sports racing car with FIA papers. One is a usable G-Series Targa in a factory color you have probably never seen on one. The third is a modern RS with more miles on it than most family sedans ever see. What ties them together is that each one gets its identity from something other than presentation. The 904 has a competition file and a factory repair history. The SC has a Paint to Sample order sheet. The GT3 RS has fifteen documented dealer services and an odometer that most sellers would rather not talk about. Three cars, three completely different arguments for why a Porsche is worth owning. GALLERY-EMBED This $2.6 million Porsche 904 raced Reims, the Tour de France and Goodwood. Chassis 904-083 is interesting long before the USD 2,600,000 asking price enters the conversation. It went to French Porsche distributor Sonauto in April 1964 and then spent its early years being raced, hard, by Claude Barbier, Valentin Aldy and Cyr Febbraio, turning up at the 12 Hours of Reims, the Rallye des Ardennes and the Tour de France. Animoya Garage in Pontiac, Michigan, now offers the silver Carrera GTS with its FIA Historical Technical Passport and a continuous ownership record backed by period photographs and paperwork. Historic use continued well past the sixties, including outings at the Goodwood Revival and Tour Auto. That competition life is also why 083 is not an untouched early 904, and the listing is upfront about it. After an accident the car went back to the factory, which fitted a replacement chassis and body while retaining the engine, gearbox and running gear. It then took on the later Series 2 updates, and the seller states that only ten cars were converted in period. The fiberglass body was sympathetically restored in the 1990s after decades in Germany. The matching-numbers two-liter four-cam engine and gearbox are still with the car, though a 904/6 specification six-cylinder is currently installed so the car can be driven and competed while the original unit is preserved separately. Worth remembering what the 904 represented: it was Porsche's first production model with a fiberglass-reinforced plastic body and a key step toward the purpose-built mid-engined racers that followed. Buy this one for the history file, not for originality-purist bragging rights. View Listing GALLERY-EMBED Was this the only Porsche 911 SC Targa painted Signal Yellow? Color changes an SC Targa more than it has any right to, especially when the color came from the factory. This 1982 Canadian-delivery car was ordered Paint to Sample in Signal Yellow 1YH over black leatherette, and Scan Automotive in North Vancouver believes it may be the only SC Targa built in that shade. Take that claim as the dealer's read rather than documented fact, but the PTS order itself is the part that matters, and it gives the car an identity the moment you walk up to it. Three owners, matching numbers, 135,200 kilometers, USD 94,000. The order sheet had more on it than the paint. A 930 rear spoiler was specified from new and still comes with the car, although a standard engine lid is fitted at the moment. Silver 15-inch Fuchs, a stainless Targa bar and chrome brightwork give it an odd and rather appealing mix of late G-Series mechanicals with earlier visual cues. Changes since delivery are minor and easy to undo: a Momo Prototipo wheel, a Bluetooth-capable radio, Rest-of-World rear bumperettes. Mechanically, this is the mature SC, the 3.0-liter in its final 204 PS European specification with a manual gearbox and rear-wheel drive, up from 180 PS and then 188 PS earlier in the run. The one thing missing is paperwork. The listing does not publish a detailed service chronology, and at this money you would want to see one. This is a driver's G-Series Targa with an unusual order sheet, not a preservation-grade car, and it is priced and presented accordingly. View Listing GALLERY-EMBED 143,000 Miles in a GT3 RS? Porsche still gave it an approved warranty. Almost every 991 GT3 RS listing opens with how little the car has been used. This Lava Orange example does the opposite and leads with 230,884 kilometers, which is roughly 143,000 miles in a car most owners treat as a weekend appointment. Jurjens Automotive in Meppel, the Netherlands, is asking EUR 129,900. Two owners, accident-free, matching numbers, and here is the part that makes it work: every recorded service was carried out by authorized Porsche dealers, and the car is still covered by Porsche Approved warranty through April 2027. The service file is what turns that odometer reading from alarming into genuinely compelling. Fifteen Porsche dealer visits are listed between January 2016 and May 2025, starting at 10 kilometers and running through 219,991. The specification is serious too, with PCCB ceramic brakes, front-axle lift, rear-axle steering, PASM, Porsche Torque Vectoring Plus, carbon buckets, the Clubsport Package, Sport Chrono, black PDLS+ LED headlights and a lot of carbon trim, currently on Pirelli P Zero Corsa N2 tires. Underneath it all is the first-generation 991 RS package as Porsche launched it in 2015: naturally aspirated 4.0-liter flat-six, 500 PS, seven-speed PDK, magnesium roof, carbon body panels, 918 Spyder-derived buckets, 3.3 seconds to 100 km/h. Be clear-eyed about what high mileage does to resale on a car like this, because the next buyer will price it the same way you are. But if you want an RS to drive rather than store, this is the one in the market that has already proven the concept works. View Listing

By duPont REGISTRY – August 06, 2026

Elferspot Spotlight: A Restored 993, a Preserved 356, and a Manual Boxster S

Elferspot has a habit of lining up cars that share almost nothing and letting the range itself be the story. That is what this spotlight does. The Porsche-focused marketplace pulls collector-grade cars from dealers, specialists, and private sellers across Europe and the US, and the three we picked this time cover more than fifty years of the brand, three very different price points, and three completely different reasons to buy. One is a fully restored wide-body air-cooled 911 in a color made for the 993. One is an unusually original early 356 with a family history and a movie to go with it. And one is a preserved, manual, limited-edition Boxster S that costs a fraction of the other two. Air-cooled icon, historical centerpiece, accessible wildcard. GALLERY-EMBED 1995 Porsche 911 Carrera 4S The 993 Carrera 4S is one of the most recognizable shapes in the air-cooled catalog, and this German-delivered 1995 example wears it well. Finished in Arena Red Metallic over full Classic Gray leather, it carries the wide Turbo body, the Turbo braking system and the continuous rear reflector, but with the 285-horsepower naturally aspirated 3.6-liter flat-six, all-wheel drive and none of the Turbo's fixed wing. It has covered 138,500 kilometers across three owners, it is matching numbers, and BEMA Vitesse is offering it in Saint-Michel-sur-Orge, France for EUR 124,980. The color and the proportions do the hooking here. Arena Red over gray is about as 993 as a color combination gets. What gives the listing weight beyond the paint is the work behind it. After the current owner bought the car in 2020 it went through an extensive mechanical and cosmetic restoration, with the engine and transmission pulled, the clutch, shocks, hoses and belts replaced, the braking system rebuilt with new discs, pads and lines, and several suspension components renewed. The body was fully repainted, the wheels refinished, and the glass, headlights and exterior trim replaced, all backed by invoices from late 2020. Factory specification runs to the M033 sports chassis, M220 limited-slip differential, ABD, heated electric comfort seats and even the original CR-21 radio. Be clear-eyed about what this is. It is a fully prepared, repainted 4S rather than an untouched preservation car, which is exactly the point for a buyer who would rather someone else had already spent the money. View Listing GALLERY-EMBED 1953 Porsche 356 Pre-A 1500 “Number 27” If the 4S is the recognizable one, this is the car with the story. It is a 1953 356 Pre-A 1500, a bent-window coupé finished in beige over beige cloth, and it is known as Number 27. Sold new on November 4, 1953 by Jack McAfee Motors in Los Angeles, it went to Gordon Sheldon, a draftsman for Boeing and Rocketdyne who used it as a family daily driver and ran it in time trials and rallies. He was the 27th member of the Porsche Owners Club, which is where the cast-aluminum 27 plate that still travels with the car comes from, along with a pair of period autocross flags. The car stayed in the family from new until 2016, was parked in 1974, and spent the decades since in dry California storage. Its history was documented in the 2018 film 27, which reunited it with Sheldon's wife Lois. It is offered privately in Islip, New York for USD 250,000. The appeal here is continuity rather than concours. The body tub retains its original sheet metal with no stated panel, rust or accident repair, the car is matching numbers throughout, and even the original 16-inch wheels survive, kept aside on period tires while reproduction wheels carry it today. More than a thousand hours went into a documented mechanical recommissioning, logged through typed work sheets and receipts, and the car still comes with its manuals, tool kit, jack, measuring stick and period literature. The 1.5-liter flat-four makes just 55 horsepower, but output was never the point of a car like this. What matters is that this is a Pre-A, built before Porsche revised the 356 into the A, with the narrow body, bent windshield and early interior to prove it, and a paper trail almost no survivor of this age can match. This is the historical centerpiece of the group, and the one with real feature potential. View Listing GALLERY-EMBED 2009 Porsche Boxster S Porsche Design Edition 2 Every good spotlight needs a car you could actually reach, and this is it. The 2009 Boxster S Porsche Design Edition 2 was a limited-run appearance package built on the 987-generation Boxster S, and this one is finished in the Carrara White that anchored the Edition 2's monochromatic look. It is a proper enthusiast specification too. The 3.4-liter naturally aspirated flat-six, 303 horsepower, rear-wheel drive and a six-speed manual, with no automatic to dilute it. First registered in April 2009, it has covered 56,863 kilometers and is offered by dls automobile in Fellbach, Germany for EUR 52,987, which puts it in a completely different room from the other two. The dealer describes it as fully documented, accident-free and free from any repainting, garage-kept, never smoked in and never used through winter or in bad weather, with no deferred maintenance and a condition it rates as close to new. Take the broad strokes rather than the superlatives. There are no individual service dates, no ownership sequence and no detailed option list quoted, so the honest hook is the preservation and the original paint, not a provenance file. On that basis it still makes a strong case. A limited-edition, manual, naturally aspirated Boxster S in original paint and clearly cared-for condition, for under EUR 55,000, is the kind of smart classic that tends to look obvious a few years later. View Listing

By Edward Jones – July 29, 2026

Elferspot Spotlight: Three Porsches That Wear Their Color Differently

Elferspot, part of duPont REGISTRY Group, has a knack for surfacing the Porsches that reward a second look, and this round hides its hand behind color. The Porsche-focused marketplace gathers collector-grade cars from dealers, specialists, and private sellers, and the listings that stand out tend to earn it on documentation and specification rather than a pretty paint job alone. On the surface, the three we picked this time look like a color story. Look closer, and the color means something completely different on each one. One is a Jungle Green 993 that Porsche itself owned and used to develop the shades of the generation that came next. Another is a Speed Yellow 997.2 GT3 RS ordered Paint to Sample, one of two the seller knows of in North America. The third is a 930 wearing an orange it was not born in, and wearing it well. Factory secret, dream-spec RS, orange outlier. Here's why each one is worth your attention. 1997 Porsche 911 Carrera 2 GALLERY-EMBED Plenty of 993s get sold on rare color. This one gets sold on why it wears the color it does. Before the air-cooled 993 gave way to the water-cooled 996, Porsche AG kept this 1997 Carrera 2 as a factory color development car, a Farbmusterfahrzeug, and used it to trial finishes for the generation that was coming. Its Jungle Green Metallic paint and Natural Brown full leather were both being prepared for the Type 996, and the car's official Porsche Production Specification says exactly that. The original German Fahrzeugbrief was issued to Porsche AG itself. The history file carries the original service book with nine documented entries, maintenance invoices, inspection reports from Germany, Austria and France, two keys and the original document wallet. Porsche Classic went through the car in June 2026, fitting new dampers, aligning the suspension and completing a pre-purchase inspection. It is described as accident-free, though the seller is upfront that several panels have been cosmetically refinished over the years. Mechanically, it is the good version of the late 993 formula: matching numbers, the 285 PS 3.6-liter air-cooled flat-six, a six-speed manual and rear-wheel drive, with M033 sport suspension and an M220 limited-slip differential already ticked on the options list. It shows 117,000 kilometers and is offered by Carrera Sport Classics in Schoten, Belgium, with the price on application. You are not really buying a color here. You are buying the reason the color exists. View Listing 2011 Porsche 911 GT3 RS GALLERY-EMBED If the 993 is about history, this one is about the last of a very specific breed. The 997.2 GT3 RS is the final GT3 RS built around the Mezger engine, and it still has hydraulic steering, a manual gearbox, and the compact footprint that the bigger, more digital RS models traded away. That is most of the reason these have held their value the way they have. This one adds the part that photographs: Paint to Sample Speed Yellow with black RS graphics, which the seller counts as one of only two known 997.2 GT3 RS finished this way in North America. The color does not stop at the panels. Inside the black leather and Alcantara cabin, Speed Yellow turns up on the seatbelts, the harness openings, the steering-wheel center marker, the stitching and the door pulls, tying the whole thing together. Sport bucket seats, the PCCB ceramic brakes, carbon trim, embossed crests on the headrests and raised Porsche script on the console lid round out the specification. The naturally aspirated 3.8-liter flat-six makes 450 horsepower through a six-speed manual, the only gearbox offered. The odometer reads 8,040 miles, and the honest note is that the listing leans on that number and the specification rather than a documented ownership and service record, so a buyer will want to build that picture out. Ryan Friedman Motor Cars has the car in Glen Cove, New York, with the price on application. View Listing 1980 Porsche 911 Turbo 3.3 GALLERY-EMBED Every one of these selections needs a car you buy to drive, not to stare at, and here it is. This 1980 930 is a German-market Turbo 3.3, which means it left the factory without the sunroof or air conditioning fitted as standard in a lot of other markets, and it is the more focused for it. The Continental Orange it wears now is not its birth color. It was Copper Brown Metallic when it was delivered through Porsche Germany in January 1980, but the orange is a correct period shade, code 107, and it draws an obvious line back to the Jägermeister 934s that were tearing up grids at the time. The dark brown leather, carpet and headlining underneath are all original. What makes this one usable rather than precious is the recent work. The matching-numbers engine and four-speed gearbox are still together, and in late 2018 the engine and turbocharger were fully rebuilt as a precaution, with the clutch, heat exchangers, front brake discs, pads and tIres all done at the same time. A pre-sale service has just been carried out on top of that, and the car is said to have no mechanical modifications or performance changes, which is exactly what you want on a 930 you actually intend to use. It shows 130,600 kilometers. Sports Purpose in Bicester sold the car to its current owner in 2020 and is now offering it again on their behalf, at GBP 140,000. This is the one to buy if you would rather drive to the event than trailer to it. View Listing

By Edward Jones – July 22, 2026

Elferspot Spotlight: Three Porsches That Take Very Different Routes

Elferspot, part of duPont REGISTRY Group, has a knack for surfacing the Porsches that reward a second look, and this round makes the point three different ways. The Porsche-focused marketplace gathers collector-grade cars from dealers, specialists, and private sellers, and the listings that stand out tend to do it on documentation and specification rather than presentation alone. The three we picked this time share almost nothing except the badge on the nose. One is a Paint to Sample 930 that has lived with the same owner since 1999. Another is a Paint to Sample 991 GT3 Touring with 17,050 kilometers, a manual gearbox, and no rear wing to announce what it is. The third is not a 911 at all, but a Belgian-delivered 968 Club Sport that only landed in the US last year. Turbo icon, modern collector, transaxle wildcard. Here's why each one is worth your attention. 1983 Porsche 911 Turbo 3.3 GALLERY-EMBED Most 930s you come across are black, silver or Guards Red. This 1983 Turbo 3.3 is none of those. It left the factory in a Paint to Sample dark green metallic over black leather, and it still wears that color today following a full repaint in June 2025. The German-delivered left-hand-drive coupé shows 119,160 kilometers and was first registered in March 1983 before being imported to France in 1996. It has been with its fourth and current owner since 1999, which is where the real story starts. That ownership length shows up in the paperwork. The service book still has its stamps, documented visits to German Porsche centers go back to 1986, and the invoice file runs continuously from 1996 through 2025. Mechanically, it has been kept honest too, with the clutch, turbocharger and all four dampers replaced in 2021 and the four-speed gearbox rebuilt at the same time. Brake discs went on roughly 2,000 kilometers ago. The tires are the one item to plan for, dated 2008 at the rear and 2013 at the front. Equipment runs to electrically adjustable heated sport seats, a sunroof and the original Fuchs wheels, and the 3.3-liter turbocharged flat-six sends 300 PS to the rear wheels through a four-speed manual. This is the established European 930 formula, just in a color almost nobody else specified. View Listing 2018 Porsche 911 GT3 Touring GALLERY-EMBED The GT3 Touring already trades the fixed rear wing for something more discreet, and this July 2018 car takes the idea further. It is finished in Paint to Sample Midnight Blue Metallic, color code 39C, over black leather and fabric, and it shows 17,050 kilometers from new. The German-delivered example is matching numbers, accident-free, and still in its original paint, with two owners in its history. The current one bought it from the first keeper in April 2019 with just 876 kilometers on the clock, after it had been sold through Porsche Center Lübeck and collected at the factory in Zuffenhausen. The Porsche service history is complete; a major service was carried out in July 2026, and the Porsche Approved warranty runs through July 2027. Paint-protection film covers the front end, sides, roof, mirrors and the exposed sections of the rear bumper, with a protective coating over the whole car. Understated does not mean lightly optioned. The list includes PCCB ceramic brakes, front-axle lift, the 90-liter fuel tank, folding bucket seats, Sport Chrono, LED headlights with PDLS, carbon interior trim, reversing camera and the Touring Package. Blue Pepita seat centers were added to echo the exterior, and the original inserts plus an extra Pepita cushion come with the car. Underneath it all is the reason to want one: the naturally aspirated 4.0-liter flat-six making 500 PS, paired with a six-speed manual. As an early July 2018 build, the seller also notes it predates the gasoline particulate filter. View Listing 1993 Porsche 968 Club Sport GALLERY-EMBED Every good selection needs a car that pulls the eye sideways, and this one is it. The 968 Club Sport was Porsche's lighter, more focused take on the 968 coupé: rear seats deleted, comfort features stripped out, insulation reduced, lightweight fixed-back seats and simpler trim fitted, and the chassis tightened up to match. The result came in around 100 kilograms lighter than the standard car. The 3.0-liter naturally aspirated four makes 240 PS and drives through a six-speed manual and rear transaxle, which is a layout worth appreciating while the market still mostly looks past it. This black-over-black-cloth example was completed in Stuttgart on January 15, 1993 and sold new by Porsche Center Tag that March. It stayed in Belgium until 2025 before being imported to the US, and it comes with its original purchase material, early service records and Belgian registration documents. European Collectibles, which is offering the car in Costa Mesa, California, describes the condition as highly original, with strong paint, well-presented wheels and an almost unmarked interior. The seller states an original 69,487 kilometers, or 43,177 miles. One practical note for domestic buyers: the seller says the car cannot currently be registered in California under state emissions rules, so confirming local registration requirements should be part of the conversation. View Listing

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