Porsche

911 Carrera Cup

Usual

Blue

Black

911 GT3 Cup

Here is a 2023 GT3 Cup with only 39 hours. This car was bought new from PMNA and ran the 2023 season in Porsche Carrera Cup North America series. No incidents during season as verifiable by completion of every race that can be found on Youtube. All typical track rash from a season of racing has been cleaned with wrap removed and repainted where needed. Just an excellent clean car with all the accessories, ABS, one spare set of new in the box wheels, new clutch, fresh fluids and all Porsche Motorsports updates completed. Ready to go at our Springfield, IL facility.Buy with confidence from an authorized Porsche Center well versed in motorsports. We accept Porsche Race Cars and any street car on trade. For more information, please contact a Porsche Race specialist by calling *number in the description*.

Silver

We are happy to offer this 2022 GT3 Cup that has been cmpletely refreshed and only 42 hours from new.Vbox installedABSFull 60 hour gearbox rebuild, new clutch, new radiators, new windshield, new headlights, dyno tested shocks, repainted where needed for chips and racing rash.Buy with confidence and assurance of a quality car from an authorized Porsche Center in Springfield, IL. We accept Porsche Race Cars and any streetcar on trade. Please contact a Porsche Race specialist by calling *number in the description*.

We are pleased to offer this very clean 2022 992 GT3 Cup. This car comes with ABS, Traction Control, one set of spare wheels and the factory supplied running accessories. With a total lifetime use of 40.0 hours and 6027 kilometers. Excellent condition and accident free. This car was cared for from new by an authorized Porsche Center in Norway. Now here in the US and ready for delivery. Buy with confidence from an authorized Porsche Center well versed in motorsports. We accept Porsche Race Cars and any street car on trade. For more information, please contact a Porsche Race specialist by calling *number in the description*.

2018 991.2 Cup MR 198187A. Fully refreshed car, new paint, fully rebuilt engine with 0 hours, gearbox inspection/28 hours on full rebuild, ABS MR M4, new paint, tow spare sets of wheels. Buy with confidence from an authorized Porsche Center well versed in motorsports. We accept Porsche Race Cars and any street car on trade. For more information, please contact a Porsche Race specialist by calling *number in the description*.

White

Radical

California legal! Titled and registered in CA, the only one!

2016 Radical RXC 500R, S/N SA9RXCLETGP207016, Full carbon fiber black body with black interior.  Twin-turbocharged 650HP Ford EcoBoost racing V6 with bespoke 6 speed straight cut Quaife gearbox with pneumatic paddleshift.  CA legal and titled.  Tube frame with FIA spec roll cage.  About 2,200 lbs.  This RXC 500R was ordered with full carbon body, front nose lifter and has a/c, factory air jacks, driver adjustable traction control, ABS, brake bias and steering boost level.  Also included is a built in In-Car camera system, data logging system, build in fire suppression system and fully adjustable suspension.  She comes with an additonal set of wheels, complete air jacking system, data cable, battery changer and additional pair of seats.  Multi-million dollar hypercars get all of the attention but this is the same performance and awe-factor for 10 cents of the hypercar dollar!




California legal! Titled and registered in CA, the only one!
650HP and 2,200 pounds…insane!
Full carbon body makes it very rare and unique
One of the most insane cars you can drive on the street!

Contact us for more details and history on this car as well as a complete picture file.

We are pleased to offer this excellent ABS equipped 992 GT3 Cup.Â  This car was run successfully in the 2022 and 2023 Porsche Carrera Cup series driven by Sean Varwig.Â  It has always received the absolute best of care by Kelly Moss Racing.Â  Never seriously impacted and completely cleaned up after season.Â  Pictures show where repaint was completed on the right side and rear bumper. Graphics remain as ran elsewhere and we are happy to remove or replace.Â  Sean finished in second place overall at the Laguna Seca round in this car in 2023.Â  The 60 hour gearbox service has been performed by PMNA with removal and reinstall by Kelly Moss at 58 hours.Â  Now with 65 total hours this car is set up and ready to race.Â  Comes with complete running accessories â airjack wand, wheel socket, data cable, fuel pump out, transport rings, weight plate and car cover. Two spare sets of wheels are also included with the sale.

Other

Lamborghini

Huracan Super Trofeo

This is about the time when you're saying it is too good to be true, and let us be the one's to tell you, it is absolutely true. This is the one. Just what you've been looking for. You can finally stop searching... You've found the one you've been looking for. Look no further, you have found exactly what you've been looking for.

Gray

2015 Lamborghini 620-2  SupeTrofeoType - Race Car with TitleColor - Grand Prix White (New)Released at - 2014 Quail Motorsports Gathering (Monterey, CA)Built at - Sant 'Agata Bolognese, ItalyPredecessor - 2013 Lamborghini Gallardo LP570-4SuperTrofeoEngine - 90 Degree V10Engine Position - Mid - LongitudinalBlock Material - Aluminum AlloyValve Train - DOHC 4 Valves per CylinderFuel Feed - Direct Fuel InjectionDisplacement - 5204 cc / 317.57 C.I.Power - 620 bhp @ 8250 rpmSpecific Output - 119.14 bhp per literTorque - 420.4 ft lbs @ 650 rpmBody / Frame - Carbon-Fiber  Aluminum ChassisDriven Wheels - 4 wdFront Tires - 305/66-18 DHRear Tires - 315/680-18 DHFront Wheels - 18x11Rear Wheels - 18x12Suspension - Double Wishbone F  RDampeners - Ohlins TTX 36 F  RDry Weight - 1271 kg, 2700 lbsWheelbase - 2620 mm / 103.1 inFront Track - 1695 mm / 66.7 inRear Track - 1660 mm / 65.4 inTransmission - X-Trac 6 Speed SequentialClutch - 3 Disk (New)Top Speed - 325 kph / 201.82 mph0-100 kph - 3.20-200 kph - 9.9Fuel Capacity - 118 Liter / 31.15 GalFor more info call, email, or just stop in!    *number in the description*   

2 Season Canada GT3 cup Approximately 40 hour on motor and gearbox Re tub (new Chassis ) last Year Car has 8 Race weekend on new tub Shocks have 6 hours on them Drive shafts 3 Hours on them This car has 2 extra sets of rims Transport hooks

Lola

B2K/00

2000 Lola-Ford B2K/00 The Newman/Haas Racing challenger for the 2000 CART FedEx Championship Series Piloted by Michael Andretti during his final year at Newman/Haas Racing Powered Michael Andretti to two victories that season, with two podiums Presented in the famed Texaco/Havoline/Kmart livery Currently fitted with a display engineCHASSIS HU 03An end of an era, the 2000 CART FedEx Championship Series marked the final year an Andretti competed for Newman/Haas Racing, and the team provided Michael the opportunity to win two races and even lead the championship before moving on to run his own organization. Additionally, the team had returned to using the Lola chassis after a three-year run with Swift Engineering.Chassis HU 03 participated in 10 of the 20 races on the calendar that season, beginning with the Toyota Grand Prix of Long Beach. Success would be found during the chassis second outing for the Firestone Firehawk 500 at the Twin Ring Motegi circuit in Japan. A late-race caution caused by Mark Blundell pushed the leaders into the pits, and after an efficient stop by the Newman/Haas Racing crew, Andretti came out with the lead. For the final 20 laps, he held off a charging Dario Franchitti to seize the checkered flag.Starting on the second row for the Molson Indy Toronto, Andretti wheeled chassis HU 03 through the tight street circuit, keeping off the walls which had ended the day for many of the other drivers. After a first-lap scuffle which took out Juan Pablo Montoya and Dario Franchitti, Andretti continued for many laps on the gearbox of Cristiano da Matta. A wellthought-out pit strategy put Andretti in the lead after stopping on lap 79, and he maintained the position up until the checkered flag waved. A momentous occasion, this marked his 6th victory at the track.The chassis would additionally achieve two 2nd-place finishes at the similar one-mile ovals of Chicago Motor Speedway and the Milwaukee mile.THE LOLA B2K/00The Lola B2K utilized an all-carbon fiber construction with a monocoque tub and double wishbone suspension connected to inboard springs on all four corners. Carbon brakes also on all four corners provided incredible stopping power. To meet the demands of the various disciplines, a high-downforce specification was available for short ovals, road courses, or street circuits. For the superspeedways, alternative suspension geometry was utilized to extend the wheelbase and lowdrag wings worked to slice through the air.Newly introduced for the year 2000, the Ford XF turbocharged V-8 engine continued the success the brand had achieved throughout their long history within the sport. In a later specification, this motor became the de facto engine for the CART series in 2003. This chassis is presently fitted with a display engine.

This thrilling 2023 Radical SR3 XX Racecar, offered for sale by August Motorcars, is presented in Gloss White over a Center Mounted Black Racing Seat. With unparalleled tech, the Radical SR3 continues to be the one of the worlds most popular race machines. With just 3 hours on the drivetrain, this SR3 was expertly detailed by our professional detail bay upon arrival, comes to us in fantastic condition and passes our stringent 100 point inspection making it August Certified.Engine: 1340ccHorsepower: 195 Bhp Transmission: 6-Speed with Paddle Shift Wheels: Radical Center Lock Aluminum Tires: 200/580 R15 Fr  260/610 R16 Hankook Driveline: 2-Wheel Drive (RWD) Brakes: Disc Fr  Rr Power to Weight Ratio: 314 Bhp/TonneZero to 60 Mph: 3.3 secTop Speed: 227 Km/h (141 mph)SR3 XX Features:Intrax 2-Way Shocks Billet UprightsFia Fuel Cell And Crash Box Center Seat Configuration Aim Smarty Cam With GPS Dual Carbon Dive Planes Quiet ExhaustFire Suppression SystemWe offer exclusive incentives for our out-of-town clients! Ask about our all-inclusive buying experience. August Luxury Motorcars also offers everything from shipping to cross-border brokerage solutions. Minimize the stress and let us take care of the details for you.Stop by our showroom at 3510 Spectrum Crt and see it in person!! Come by August Motorcars for a closer look or call 1 *number in the description*. Great Finance and lease rates available.

2009 Porsche 997 Cup S with only 27 hours from new.Never Crashed 1 extra set of BBS Wheels Air Wand & Jack Stands Fresh service, all fluids changed Cool Box Radio Misc SparesFor more info call, email, or just stop in!   *number in the description*   

Racecar

The price is not specified, you need to call to find out

Call For Price

This Porsche-Sabel Mk1 Prototype was the first of approximately 30 cars built by John Sabel beginning in the early 1960's, and was John's personal car. This cars construction was started in the fall of 1963 and completed the following year. Its first race was the 1964 Hershey Hill Climb driven by John and his wife, Pat. John subsequently raced the car that same year at the Duryea Climb. John Sabel (who currently resides in Carlisle, PA) was a car fanatic from way back. He grew up in California and attended races at Monterey and Pebble Beach. He earned enough as a 14 year old mowing lawns to be able to purchase his first car - a Model A Ford road-ster. Subsequent trades ensued, and within a few years he found himself in possession of JoeHuffaker's 1929 Ford Coupe with a hopped up V8 flathead. Joe and John were early members of the Marin Coupe and Roadster Club, which is still in existence today. John designed and built this prototype in a rented garage in Rockville, MD. A male plug made of lathe and plaster was formed around a 1952 stock VW pan. Molds were produced from the plug, and the body was produced in the molds by hand-laminating fiberglass. The molds were subsequently shipped to Anderson Industries in Jessup, MD, who produced approximately 20 more of these cars. John went on to build several more Mk 2 and Mk 3 cars - the Mk3s were mid-engined cam-back cars. Two known examples of these are still being actively raced. Though the floor pan started out as stock, the rest of the car was developed with Porsche parts: Porsche front & rear suspension, brakes, gearbox, and motor (from the 356b plat-form). This car ran with a set of 550 Spyder wheels; the wheel wells were designed around these. It was in this configuration that the car ran in the 1964 Hershey climb. In 1966 John sold the car to Ralph Williams. Ralph accumulated enough points in the SCCA Northeast region to qualify for The American Road Race of Champions (the SCCA Championships) at Daytona in 1967. He placed 2nd in DSR and 5th overall. The car was sold in 1968 to Dick Williams (no relation) who raced the car extensively. Documented races included runs at VIR, Marlboro, and Cumberland. Dick and the Sabel also qualified for the SCCA runoffs in 1969, but he was unable to attend. Dick really loved the car and told me on several occasions how he could "go really deep because the brakes were so darn good!" The car did very well on short tracks for this reason though it was usually outrun on the longer circuits by the more powerful cars. In 1970 the car was sold to Gordon Kerr, a dentist in Manassas VA. Unfortunately, life got in the way and the car sat, essentially unused, for 34 years. A young car nut, Sean Kalil, got wind of the car and purchased it in 2004. Sean replaced the floor pans, but an illness in the family halted the project. The car was purchased in 2005 by IMSA driver Chuck Goldsborough of Team Lexus fame. Chuck's intent from the start was to restore it but with too many other Porsche projects in progress it waited in line. In 2012, after a year of pestering, Goldsborough passed the Sabel to his friend Michael Ballo who immediately started on a restoration. In 2012, an extensive restoration to its original configuration and livery was performed by Peter Dawe of Dawe's Motorsports, Stroudsburg, PA. under the supervision of John Sabel. In 2014, 50 years after its debut, the prototype Porsche-Sabel was reunited with its designerbuilder-original driver for a climb up the hill at the 2014 Hershey Hillclimb.

1982 Porsche 935 L  font size = "4"Debuted at the 1982 24 Hours of Le Mans Designed  built by Chuck Gaa Purpose-built monocoque bonded aluminum chassis  3.2 liter turbo flat-six font size = "4"800+ hp Eligible to compete in historics worldwide  This is Bob Akin's famous Le Mans car of 1982. It was one of the wildest Porsche 935s of the post-factory era, and also one of the fastest.  From 1977 the Porsche 935 was the car to have if you wanted to win IMSA or world championship events, but by 1982 it became very clear that a standard 935 was no longer competitive. The Porsche factory built its last 935 in 1979, so it was left to private teams to develop the cars with more aggressive aerodynamics and chassis designs.  Bob Akin knew if he wanted to win, he would have to come up with something totally radical for the 1982 season. Akin commissioned Chuck Gaa of Gaaco to design and build a "Super GTP 935". To improve aerodynamics and increase the straight-line speed of the new car a Lola T600 GTP nose was used. A new purpose built monocoque bonded aluminum chassis was constructed combining the best of the new GTP technology with the proven power and reliability of the Porsche 935 mechanicals.  According to the rules, the windshield and roof section of a standard Porsche 930 still had to be used. To improve airflow even further the entire roof structure was tilted to put the windshield at a better angle.  Due to its complexity and unique design, the car was delivered late after the season had already begun. It made its first appearance at Lime Rock in May, which served as a test for Le Mans. At the 24 Hours of Le Mans in June the car's design came into its own and showed tremendous straight-line speed down the famous Mulsanne Straight. Unfortunately Akin and co-drivers David Cowart and Kemper Miller only lasted two hours before a malfunction with the reserve gas tank sidelined the car.  After Le Mans the car returned to the United States to compete in the remainder of the 1982 IMSA season. After much testing and development the car finished fourth at Mid-Ohio with Akin and Hurley Haywood driving, and seventh at Road Atlanta with Akin and Derek Bell. The car's final appearance would be at the Pocono 500.  The car sat in Akins shop until 1999 when Jacques Rivard purchased the car and performed a complete restoration, bringing the car back to better than new condition. All suspension components were crack checked, and new components were used where needed. GS Autoworks completely rebuilt the engine and transmission. It now is one of the most potent 935s in vintage racing.  Canepa completed a full inspection and detail on the car. It is in spectacular condition and is eligible to compete in historics worldwide, including the Rolex Monterey Motorsports Reunion.  Race History  5/31/82            Coca-Cola 400 Lime Rock       23rd     Bob Akin                     #5 6/20/82            24 Hours of Le Mans               DNF     Akin, Cowart, Miller     #76 8/22/82            Road America 500 miles         33rd     Akin, Bell                     #5 9/5/82              Mid-Ohio 6 Hours                    4th       Akin, Haywood            #5 9/12/82            Road Atlanta   500 km             7th       Akin, Bell                     #5 9/26/82            Pocono 500 miles                    39th     Akin, Bell                     #5  Specifications  Engine size: 3.2 literâ¨ Power rating: 800+ horsepower Body material: Bonded Aluminum Monocoque with Fiberglass Body    Weight: 2324 lbs Suspension: coil-over MacPherson strut - front, coil-over trailing arm - rear Tires: 23.5 x 10.5 - 16 front, 27 x 14 - 16 rear Dimensions: 78" wide, 190.5" long 

Nissan

NPT-90

1990 Nissan NPT-90 VIN: 90-01  Three 1st place finishes, seven 2nd place finishes, and five 3rd place finishes The first of 6 chassis produced for racing by Nissan Performance Technology Incorporated Driven by 4-time GTP championship winner Geoff Brabham, along with Chip Robinson, Bob Earl, and Derek Daly Original with original components as raced, complete, and extremely well preserved Upgraded in 1992 during racing season to latest racing specifications and components First of a completely new design by legendary car designer Trevor Harris Twin-turbocharged 3.0-liter V6 engine with 950+ horsepower Hewland 5-speed manual transmission Nissan racing effort that won the IMSA GTP constructors' championship in 1990 and 1991  The story of Nissan's rise to power in the IMSA GTP series is an interesting one and shows what true determination and sheer will can do for a team. Through trials and tribulations in the early 1980s, the Electramotive team (later becoming Nissan Performance Technology Incorporated) went from a rocky start all the way to taking 4 drivers championships titles and 3 manufacturer titles. This amazing motorsport transformation was is no part just due to one singular item, but rather the constant development and determined grit of all the team members, yielding the NPT-90, one of the fastest GTP cars ever created.  To understand the success of the NPT-90 platform, it's important to know the driving force behind the team that made it happen. A past winning racer, Don Devendorf was a tenacious scientist, engineer, and racer, in 1975 designing electronic fuel management systems that many manufacturers wouldn't start using for close to a decade later. Wanting to move up in the racing, Devendorf set his eyes on the IMSA GTP series. With Lola interested in producing a chassis, Devendorf joined forces with Wes Moss and Yoshi Suzuka to create the GTP-ZXT, the precursor to the NPT-90. Through 1984 to 1990 the cars made countless upgrades and enhancements as real-world racing revealed design inspiration among the engineers and mechanics alike. By the end of the 1988 season Geoff Brabham was the GTP driver champion, and would continue to win with Nissan GTP cars for another 3 years. In order to remain ahead of the curve with its competition, the quest began to make the next generation of Nissan GTP car, the NPT-90s.  Due to the nature of racing economics, Electramotive was running on paycheck to paycheck and needed to secure funding in order to proceed at a rapid pace. In a deal with Nissan Japan, Electramotive turned into Nissan Performance Technology Incorporated (NPTI), alleviating many racing fund woes. In 1990 the team moved to a brand-new facility in Vista, CA, complete with a full engine room, wind tunnel, composite shop, and an on-site engineering and fabrication facility. Renowned race car designer Trevor Harris engineered a completely new car, named the NPT-90. While this car was built and being tested in the early part of 1990, it made its first debut at the Topeka 300km race on May 6th, 1990. It's first career finish of 8th place would not be indicative of its future success, as this car would go on to take two 1st place finishes, nine 2nd place finishes and five 3rd place finishes. The NPT-90 car design allowed Nissan to take two more manufacturer titles and secure two more driver's championship titles for Geoff Brabham. The Nissan GTP platform proved its superiority and reliability that instilled fear into all of its competitors.  This car primarily raced in the second half of the 1990 season and 1991 season, driven most races by Geoff Brabham. At the end of the 1991 season the car was intended to be retired, although due to a series of crashes that put other chassis out of commission in the middle of the 1992 season, 90-01 was completely upgraded to the latest specifications and brought back to finish out the 1992 season. It raced valiantly, taking a total of three 2nd place finishes and two 3rd place finishes. The car's final race would be on October 11th, 1992 at the 2 Hour Del Mar GTP race, taking 2nd place.  Having had the privilege of racing an NPT-90 at Laguna Seca (chassis 90-06), Bruce Canepa knew first-hand what these extremely potent race cars were capable of. Mind-boggling power, high downforce, excellent handling dynamics and extremely reliable, the NPT-90 package is a perfect storm for a GTP race car. He acquired 90-01 recently knowing of its history and significance in IMSA history, as well as Nissan's own racing heritage. This NPT-90 (chassis 01) is highly original and complete with original components as raced, upgraded to the latest specifications of Nissan Performance Technology Incorporated in 1992, and is extremely well preserved.  With Nissan's dominance undeniable from 1988 to 1991, the NPT-90 is the final iteration of the Japanese manufacturer's GTP cars. This NPT-90, the first chassis ever built, offers a rare opportunity to experience the IMSA car that inspired fear into all of the teams in the GTP series. Twin-turbocharged power, high downforce, designed by Trevor Harris, and driven to multiple wins with an exceptional career history, this NPT-90 gives the opportunity to experience a dose of championship-winning IMSA history. 

1981 Kremer Porsche 935 K4 IMSA GTP  font size = "4"EIGHT 1ST PLACE FINISHES, 13 total podium finishes Driven by John Fitzpatrick, Bob Wollek, David Hobbs, Al Holbert, Derek Bell, and Preston Henn One of only two K4 chassis built by Kremer Racing Recently restored to its 1983 IMSA specification font size = "4"800+ HORSEPOWER 3.2-liter flat six, 4-speed manual transmission One of the most powerful 935s ever created  During the mid-70s the Porsche factory reigned supreme with dominate performances from their rugged turbo-powered production racecars. By 1979 the factory began to switch its efforts to the new 936, 956, and 962 prototype, non-production based racing cars. This change spelt the end for the factory Porsche 935.  However, a demand still existed for the continued development of the ferocious 935. Fortunately some years earlier Porsche had given its blessing to a number of racing teams with close ties to the factory to purchase components and drivetrains, and then designed and produced their own upgraded chassis and bodywork. While these newly constructed vehicles were still generally referred to as Porsche 935s, in reality, they were entirely new designs that advanced the 935 concept to a new level of speed and sophistication. The pinnacle of these independent efforts was the overall win at the 24 Hours of Le Mans in 1979 by the Kremer 935 K3, the last production based car ever to win overall at Le Mans.  The Kremer Brothers of Cologne, Germany had enjoyed a close relationship with the factory since 1970, and were allowed to proceed independently with further development of many models of racing Porsches. They built their first variant of the 935, the K1, in 1976. By 1981, Kremer was ready to produce its fourth version of the Porsche 935, the K4, inspired by the factory Moby Dick 935 produced by Porsche in 1978. In fact, the factory gave the Kremer's the drawings, parts, and the Moby Dick car itself on commission to build the new K4.  01 is the first of only two K4s produced, and as a result of Kremer's constant development, bore little resemblance to an early factory 935. The K4 had evolved into a totally different vehicle, built on a full tubular chassis, with only a roof and windshield being supplied by the Porsche factory. 01 was fielded by Kremer Racing in Europe during the 1981 season, and was driven by Bob Wollek to TWO WINS and a total of six podium finishes.  John Fitzpatrick bought the car from Kremer for the 1982 IMSA season, and his team of Glen Blakely and Max Crawford immediately set to work on upgrading and modifying the car. They built a completely new body with in-door air ducts for the intercoolers, and also designed a new rear suspension and belly pans. Mechanically the K4 continued to develop the tried-and-true 935 turbo motor by using enhanced air-to-air intercoolers and ducting resulting in a 50 horsepower advantage over other 935s. With the boost fully turned up the car was capable of producing well over 800 horsepower. The result of all of this work was FIVE WINS and only one DNF in 1982. In 1983 the car raced only twice, with another win at Riverside. In 1984 the K4 was rented to Al Holbert for three races, which saw the switch to Holbert's #14 and Lowenbrau livery.  In 1986 the K4 moved into private hands when Fitzpatrick sold it to Mike Hagen of Los Angeles, CA. It passed through a few owners over the years including actor Nicolas Cage from 1999 to 2002, and most recently Touring Auto Maintenance. During their ownership the car was taken care of by Amalfi Racing, and there are extensive maintenance records and race setup notes that come with the car.  Since arriving at Canepa the K4 has received a thorough mechanical inspection along with over 150 hours of concours detail work. With drivers such as Bob Wollek, John Fitzpatrick, David Hobbs, Derek Bell, Al Holbert and Preston Henn, this Kremer K4 represents the end of one of the greatest eras of GT racing. Here is a unique opportunity to own and drive the last in a line of stunningly successful Kremer 935 race cars.  'The K4 was a sensational car, the fastest 935 ever, and still is.' - John Fitzpatrick  Most recently the K4 has been featured in the August/September 2016 issue of Classic Porsche magazine.  Specifications:  Engine: 700hp @7500rpm 536 ft/lbs @ 6100rpm 3,162 cc twin-twin turbo flat six with an aluminum block and head, dry sump lubrication, dual ignition, Kugelfisher fuel injection, Carillo connecting rods, Mahle forged pistons. Transaxle: Porsche G30 four-speed synchromesh, with spool differential Weight: 2,229 lbs, with a 39% front / 61% rear split Top speed: 220 mph when fitted with the Le Mans gearing 

SR10 XXR

To Be OFFERED AT AUCTION at RM Sothebys' Monaco event, 10 - 11 May 2024. rn?3,500,000 - ?5,000,000 EUR rnrnConstructed by Le Mans-winning team Kremer Racing with full co-operation from Porsche AGrnThe final factory-blessed 917 built, and the last of the model to compete at the 24 Hours of Le MansrnRaced in the 1981 edition of the race; driven by Bob Wollek, Xavier Lapeyre, and Guy ChasseuilrnContested and led its second-and final-race at the 1981 Brands Hatch 1000 Kilometres, driven by Wollek and multiple Le Mans winner, Henri PescarolornBenefitting from an engine rebuild in 2019 with very limited use sincernHighly eligible for many historic racing eventsrn rnrnIn contrast to other era-defining designs such as the Alfa Romeo 8C, Jaguar D-Type or Porsche 956/962, the 917's racing career in its original coupe form was only fleeting. It involved less than three seasons and a mere 23 World Championship events. Remarkably, the car emerged victorious in 15, including wins at both Daytona and Le Mans in 1970 and again in 1971. rnrnRendered ineligible for international racing in 1972, the 917's legacy was further secured by two dominant seasons in the unrestricted North American Can-Am Championship, in which the Penske Racing team's 917/10 and 917/30 Spyders secured consecutive titles in 1972 and 1973, respectively. Nevertheless, the introduction of new fuel restrictions for 1974 heralded Porsche's withdrawal from the series, and after barely five seasons of top-flight competition, it appeared that the chapter had closed on arguably the most charismatic-and certainly the most coveted-of all Porsches. rnrnHowever, some 12 years later, the Porsche 917 would return for a belated competitive swansong. Indeed, as the FIA sought to transition to the new-for-1982 Group C ruleset, the existing Group 6 regulations were relaxed for the 1981 World Endurance Championship season to stimulate development of both new components and cars for the incoming formula. Buoyed by an unlikely victory at Le Mans in 1979 with their self-developed Porsche 935-K3, the Koln-based Kremer team sought to exploit such technical latitude by developing its own updated Group 6 version of the 917. It was a car that offered the team realistic chance of a second victory at La Sarthe in three years.rnrnAided by intimate working knowledge of the 917 and invaluable design support from Porsche headquarters, Kremer set about updating the design to accommodate contemporary tyre construction and aerodynamic practice. Dubbed the 917-K81, the new car featured a Kremer-built aluminium spaceframe chassis similar to that of the original, albeit with additional triangulation and thicker gauge tubing to improve torsional stiffness. In addition, it featured brakes, suspension components and other items of running gear developed on the all-conquering Can-Am programme. The brakes were developed over 1972 and 1973 to meet the requirements of the 917/10 and the 917/30, which weighed in at more than 1,150 kilograms (fully laden) and whose turbo-compressed engines produced up to 1,100 brake horsepower.rnrnPorsche provided two original Type 912 engines-one of a 4.5-litre capacity, and one of 5.0 litres-to which an original Type 920 five-speed transaxle was mated. Elsewhere, the car's suspension geometry and bodywork were heavily revised; the latter included the addition of side skirts to enhance ground effect, and a full width rear wing. rnrnCompleted barely a month before Le Mans, the team's pre-race testing schedule was very limited and critically did not include any meaningful wind tunnel analysis. Nevertheless, Kremer's entry was greeted enthusiastically by the Automobile Club de l'Ouest, with regular Kremer pilot Bob Wollek nominated as lead driver. Wollek's fellow countrymen, Guy Chasseuil, and Xavier Lapeyre offered a supporting role, having brought on board welcome sponsorship from BP and French real estate company, Malardeau.  rnrnIn qualifying, the car proved disappointingly slow on the six kilometre-long Mulsanne Straight-or Hunaudieres, as it is known to race-adoring French speakers-due to an excessively short set of gear ratios and prohibitive drag from its oversize rear wing. Eventually, Wollek qualified 18th, albeit 17 seconds per lap slower than the pole-sitting, factory-entered Porsche 936 of Jacky Ickx and Derek Bell, and some 10 seconds adrift of Kremer's amateur-crewed, sixth-placed 935-K3.rnrnDuly fitted with revised ratios for race day, the car's top speed was greatly improved. In Wollek's hands, 917-K81 rose as high as 9th overall, although neither teammate was able to match his pace and the car soon dropped outside the top 20. The team's plight was further compromised by Chasseuil running out of fuel, while Lapeyre ran wide over a kerb shortly after the seven-hour mark and damaged an oil pipe. Following a significant loss of oil, and resulting damage to the engine, the car was retired in the pits; an ignominious end to the 917's participation in the event with which it had become synonymous. rnrnFollowing the appropriate revisions after Le Mans, the car's second-and final-race outing was at the Brands Hatch 1,000 Kilometres, the final round of the 1981 World Endurance Championship. On this occasion, Wollek was partnered by three-time Le Mans victor Pescarolo-the latter returned to the team for the first time in more than three years. The car immediately proved well-suited to the relatively short and flowing Kent track; its rear wing-in contrast to Le Mans-barely hampering its top speed, and providing enviable levels of grip over the entire four kilometre lap. On this short and snaking circuit, speeds achieved are generally lower than at Le Mans. The 917 K-81 gained excellent cornering aerodynamics, meaning it was no longer penalised by its aero wing at top speeds.rnrnIn qualifying, a superb performance by Wollek had the driver eclipsed only by the new Group C Ford C100 of Klaus Ludwig and Manfred Winkelhock, and the 2nd-placed Lola of Guy Edwards and Emilio de Villota. Nevertheless, 3rd place on the grid-just 1.5 seconds off pole-gave the team a much-needed pre-race boost.rnrnAt the race start, Wollek eased ahead of the Lola to take 2nd place. The Frenchman shadowed the C100 until a rain shower caused a flurry of pitstops and a reshuffle of the race order. Following the Ford's retirement on lap 40, Wollek once again found himself in 2nd place, and by lap 43 was challenging Edwards' Lola for the lead. Once the Briton had pitted, the 917 hit the front, appropriately at the circuit-and in the same event-in which Pedro Rodriguez had given a masterclass in his JW Automotive 917 some 11 years previously. Finally, the 917-K81 was showing its true pace, although sadly this proved only temporary. Wollek retired with suspension failure on lap 52 before Pescarolo even commenced his stint. rnrnThe 917 K-81 beat the best time set by a Porsche 917 at Brands Hatch (recorded by Vic Elford and Denny Hulme in April 1970) by almost two seconds, making it the most efficient and fastest Porsche 917 on a technical circuit. Incredibly, Brands Hatch would mark the conclusion of the car's competitive career. Thereafter, the car remained in Kremer's possession for several years, prior to its sale to prominent 1960s Porsche 906 and 910 racer Bill Bradley. rnrnAcquired by the consignor in 2011, the 917-K81 has been maintained by renowned Porsche specialists Crubile Sport of Gazeran, France, ever since. Its use has been restricted to occasional track days and other non-competitive events, a particular highlight being its participation in the Le Mans Heritage Club Concours at the 2014 Le Mans Classic, for which it received the Special Jury Prize. Furthermore, it has recently benefitted from a complete rebuild of its 5.0-litre engine by Crubile Sport, the invoices for which remain on file. Upon completion, the unit was statically tested in February 2024; its maximum recorded power representing a significant increase on that achieved by factory-built units in period.rnrnFastidiously maintained, impeccably presented and representing a fascinating postscript to arguably the greatest of all Porsche Sport Prototypes, 917-K81 would be a highly competitive and exhilarating entry to the many historic racing events for which it is eligible, not to mention a spectacular-and unique-centrepiece for any appropriately discerning competition car collection.To view this car and others currently consigned to this auction, please visit the RM Sotheby's website.

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