On our way to Los Angeles to handle some business, we stopped in Monterey to pick up a can of Porsche’s new motor oil. The Porsche Club of America was throwing its annual weeklong Porsche Parade, a gathering of Zuffenhausen-bred automobiles from all over the country. And while your author is a member of this august organization, he did not bring his car, a 1970 914 requiring roughly everything. Desirous of inspiration to bring a rotisserie and a carbureted 3.2-liter flat-six engine into our lives, the PCA Concours seemed worth a look.
Certainly, the selection of cars didn’t disappoint. While everybody goes ridiculously gaga over rarities like 917/10s and 962Cs, we found ourselves drawn to the roadgoing cars: They’re more personable and less outré. And with the recent surge in the prices of air-cooled cars, too many them are now out of reach of the average tinkerin’ Joe. Still, there are deals to be had on 914s, and you can still pick up a 911SC, Carrera, 912, or 964 for Camry money. If you’ve been considering an older volume-production Porsche, now’s the time to buy.
Perhaps, upon our return home, we’ll clean the dust off of ours and set the can of oil on the roof as a reminder to get around to rebuilding the damn thing. In our estimation, the best reason to own a Porsche isn’t to stare at it or watch it appreciate in value. It’s to drive the ever-living snot out of it.
Bruce Canepa took a risk by bringing his 959 out to sit in the sun. The pearl in the white paint is made of crushed mussel shells, which have a tendency to yellow under exposure to ultraviolet rays. And we’ve now got Squeeze on the brain.
Yes, we would totally drive a tan 912 on steelies. Wouldn’t you?
This 914 was the very first six-cylinder model constructed by the factory and was used as a test bed for 914-6 GT racing parts. The hubcaps make it all stealthy-styles.
Daniel and Jacqueline Aynesworth’s ’68 911L Targa is a lemony treat. The L designation didn’t last long; it was basically the “standard” 911, with the S for the sportlich cats and the T for the budget aspirants. The L was replaced in the line by the fuel-injected 911E.
Peter Ohanesian’s ’72 911S has a Marianas Trench–deep paint job that we couldn’t capture under the Monterey sun. And at current air-cooled Neunelfer prices, it’s probably worth somewhere in the neighborhood of a jillion dollars.
Brown over Teledials? Sure, we’ll take it! Barbara and Peter McCrory’s ’87 944 is a nice survivor.
It’s a pristine 928 motor!
This Brewster Green 991 Club Coupe is one of two in America. The Club Coupe’s basically an aero/paint/sticker package like the recently-announced Martini Racing Edition.
Show us a 914 that hasn’t been re-sprayed and we’ll show you one of the rarest cars in the world. Steve and Tracy Lefczik’s ’74 914 Can-Am features the hotter 2.0-liter version of the VW Type 4 engine and its original “bumblebee” paint. Dang.
Would you like a 356 speedster with a fiendishly complex Fuhrmann four-cam engine? You would? Yeah, well, Jerry and Deborah Charlup probably aren’t going to give you their ’57 Carrera. Gaze upon this one, then go out and shell an ungodly sum for one of your own.
Year of the Horse.
This ’97 911 GT1 won eight races over its career while wearing various liveries. It’s since been returned to its original color scheme, when it was sponsored by Barcode Cigarettes.
Mein Gott! This here is the prototype of the 912, built in late 1964 by sticking a 356 engine into the back of the then-new 911. The car went on sale in April of ’65. We hope Porsche sees fit to make 912/50 lapel pins for its execs to wear all year in 2015. (They’re all sporting 911/50 pins this year.)
962C piloted by Jacky Ickx and Jochen Mass, now owned by Bruce Canepa. Sponsored by Non-Barcode Cigarettes.
One for our own Jens Meiners.
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991 Rennsport Rennwagen.
Walter Glöckler was one of the earliest VW dealers in Germany as the country rebuilt after the war. He was also a motorsports enthusiast. While Porsche was busy trying to build a company, Glöckler got busy building Porsche-powered racing automobiles. He used a small-bore, 1.1-liter version of Porsche’s engine and flipped the 356’s transaxle, making his creation mid-engined. Glöckler’s cars were successful on the track and ultimately paved the way for Porsche’s own take on the layout: the venerated 550 Spyder.
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