Backed by an essentially unlimited budget, Porsche's Experimental Department Chief Ferdinand Piech was tasked with developing highly sophisticated racing machines that could become racing champions. The development of the Porsche 904 provided a venue for Porsche to begin experimenting with both flat six- and flat eight-cylinder powerplants in the fiberglass sports car. The need to remain competitive plus ever-changing regulations, Porsche was able to evolve the 904 into the new 906.
Although the 906 moniker had been attributed to a series of transitional chassis, the prototype 906 (906-10) was completed in August of 1965. The car featured a tubular space frame chassis and special attention was given to both weight savings and weight displacement. The exterior was both aerodynamic and aesthetically pleasing.
During the two years the vehicle was in production, it received constant updating and modifications. Herr Piech and his team relentlessly refined the 906. The shape continued to evolve, which included short and long variants of the nose and tail. Chassis modifications, though less obvious, continued which also helped keep the 906 competitive.
The 906 made its racing debut at the 1966 24 Hours of Daytona where it battled to 6th overall and a class win against the Ferrari Dino 206 Ps. The car enjoyed further success at the 12 Hours of Sebring with a 4th overall finish and a class victory followed by a similar result at the 1,000 km of Monza. A privately entered 906 won the 1966 Targa Florio and at the 24 Hours of Le Mans, the 906 placed 4-5-6-7 behind three Ford GT40 MK IIs.
The 1967 versions of the 906 were given Bosch fuel injection in place of the prior carbureted units. The new twin-plug, side-valve Type 901/21 flat-six offered an additional 10 horsepower. The 906 Einspritzrung (906E) - along with two 910s, were entered in the 12 Hours of Sebring. The works 906Es, 906-159 and 906-160, were notable for their long-nose and short-tail bodywork - a configuration that just four cars received. The works entries were among the last 906s produced and therefore had the most advanced technology Porsche had to offer.
Joe Buzzetta and Peter Gregg were selected to pilot 906-159. In factory white and having race number 38, 906-159 ran just behind the 910s. By the close of the race, Buzzetta and Gregg had captured an impressive 7th overall. Of the four works entries, both 910s and 906-159 finished.
After having served its racing duties for the works team, 906-159 was sold to noted West Coast car dealer Otto Zipper. The car was given a new livery of dark blue with three silver stripes. It was given a roof-mounted mirror and slated for USRRC and SCCA competition and turned over to driver Scooter Patrick.
The first outing with Patrick at the wheel was at Las Vegas and it proved to be unsuccessful. This was followed up by another problematic run at Riverside, although Scooter managed to finish in 10th overall and 1st in Class. The third outing for the team, on May 7th of 1967, was at Laguna Seca and resulted in a DNF. Next, the car was brought to SCCA Santa Barbara Road Race on May 27th where it finished 1st in Class. In the modified class the following day, they earned a 3rd overall and a 1st in Class.
Scooter piloted the car to an 8th overall and 1st in class in July at the USRRC Pacific Raceways event in Kent, Washington. In August it placed 1st at the SCCA National in California. Next, the car and driver went on to win both the Ken Miles Memorial at Laguna Seca and the Revson Trophy at the Riverside Times GP.
In November, the car finished 1st in ESR at the Stardust International Raceway SCCA event.
In 1968, the car continued to win races, with an overall victory at Willow Springs in February and an 11th at Riverside in April. For the rest of 1968, the car was driven by Don West and Don Pike. In SCCA and ARRC competition, Pike brought the car to a 3rd overall and 1st in Class at Riverside, a 2nd at Phoenix and 8th overall, and a 3rd in Class at the Riverside ASR/BSR race. This, along with several other start, Pike finished 3rd overall in the Southern Pacific region's BSR class.
After the 1968 season, the car was sold to Vasek Polak, who later sold it to Gustav Mason O'Keiff of Houston, Texas. O'Keiff used the car in SCCA events, predominately in Texas, into the early 1970s. The car would spent the next 15 years in inattentive isolation until 1988 when it was purchased by Warren Eads of Novato, California. It was then sent for a professional restoration. It is unclear when the 910-032 engine was fitted to the car, possibly during its late 1960s racing career. The rest of the car was complete and intact except for the fiberglass body, which was created by Autocraft to Otto Zipper specifications.
In 2012, the car was offered for sale at the Gooding & Company auction held in Amelia Island, Florida. It was estimated to sell for $1,000,000 - $1,250,000. As bidding came to a close, the car had been sold for $1,001,000 inclusive of buyer's premium.