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Image credits: © Porsche.
1966 Porsche 906 news, pictures, and information | ||
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 |  |  | Coupe Chassis Num: 906-007 Engine Num: 906-153 |
| Sold for $898,000 at 2011 Bonhams. | |||
The 906 was to be the successor to the 904. Designed by Ferdinand Piech, the 906 would end up a vast improvement. Instead of a stretched fiberglass body used to provide extra strength, Piech would design a tubular space frame that would use an unstressed fiberglass body. The strength of the fiberglass would come from the team hand-laying the mold instead of spraying. This technique would create uniform finish and greater strength. This method, combined with the tubular space frame, would end up producing a car around 250 pounds lighter than its predecessor.
When the lighter frame and bodywork was combined with the older 901 six-cylinder engine capable of producing around 220 hp, the car become capable of reaching speeds right around 170 mph. This was an incredible achievement for a car with a 2.0-liter engine and it represented in increase of 10 mph over the 904.
Combining this increase in performance with Porsche reliability, the 906 would go out in its first year of competition and would finish 6th overall and first in class in its debut at the 24 Hours of Daytona. A 906 would then go on to finish 4th overall and first in class again at the 12 Hours of Sebring. It would even go on to score the overall victory in the Targa Florio. However, the highlight of the 906's career would come in its first season and just a few months after its debut.
At the 1966 24 Hours of Le Mans, the Ford GT40 Mk IIs would be dominant finishing the event 1-2-3. Lost behind that piece of history would be the fact the Porsche 906 would finish 4-5-6-7. This kind of success would certainly pave the way for Porsche's first overall win at the 24 hour race with its 917.
Bonhams auction at Quail Lodge in August 2011 would offer a 906 Carrera Competition Coupe for sale. This Porsche 906 would come with its 901 six-cylinder engine and hand-laid fiberglass body.
The 906 offered at Bonhams Quail Lodge Sale would be imported to Australia by Alan Hamilton. Hamilton would use the car for road races around Australia but had problems getting into and out of the car. As a result of his tall frame, he would remove the roof turning the car into a spyder. In that form, Hamilton would take the car and would earn the 1967 Australian Championship.
Hamilton had no sooner won the championship when he would end up selling the car in its spyder form to Richard Wong Wei Hong from Singapore. The car would remain with Richard throughout a number of different races and events but would soon be resold.
Wong Wei Hong would end up selling the car to a well-known Macau-based racing enthusiast by the name of Teddy Yip. For the next almost thirty years, the car would take part in a number of events and would be seen quite often, but it would always be carefully stored away until Mr. Yip decided to sell it in 2000.
When the car was sold in 2000 the car would be shipped to the United Kingdom where it would remain the property of David Clark. Then, in 2002, the car would end up returning to Germany where it would come to be the property of its current owner. Once taking ownership of the car the owner would ship the car to MEC-Auto in Belgium for a complete restoration.
During the nine year process the tubular frame would be replaced with an FIA-approved roll-cage. Updates wouldn't stop there. All mechanical components, including any magnesium parts, would be replaced per safety measures. To top everything off, the car would receive a new safety cell fuel tank. When it emerged, this 906 was immediately ready to hit the track and would make for an elegant entry to any historic race.
It is widely accepted that just 66 models of the 906 had been built. This particular model comes with a well-documented history and a successful racing record. Combined with its nine year restoration, the significance and history of the 906 would lead to the car selling for $898,000.
Sources:
'Sale 19363: Lot: 24: Ex-Alan Hamilton/Richard Hong/Teddy Yip
1966 Porsche Typ 906 Carrera Competition Coupé', (http://www.bonhams.com/usa/auction/19363/lot/24/). Bonhams. http://www.bonhams.com/usa/auction/19363/lot/24/. Retrieved 1 September 2011.
Wikipedia contributors, 'Porsche 906', Wikipedia, The Free Encyclopedia, 3 August 2011, 18:45 UTC, http://en.wikipedia.org/w/index.php?title=Porsche_906&oldid=442885822 accessed 2 September 2011
Wikipedia contributors, 'Porsche 904', Wikipedia, The Free Encyclopedia, 3 August 2011, 19:16 UTC, http://en.wikipedia.org/w/index.php?title=Porsche_904&oldid=442890657 accessed 2 September 2011By Jeremy McMullen
 |  |  | Coupe Chassis Num: 906-147 |
| Sold for $557,000 at 2006 Bonhams. | |||
The chassis was a multi-tubular space-frame structure with thing-gauge molded glassfiber body paneling. Speed and reliability were paramount; aesthetics took a back seek to function. The result was a sleek design with lightweight construction.
This 1966 Porsche Carrerea 6 Typ 906 Endurance Racing Gullwing Coupe has a Kamm-tailed engine cover. It is fitted with the original 906 engine with original model unpainted glassfiber air-cooling shrouds. Many other components and features of this car are completely original.
The car was used as a museum display in recent years, and many of the components remain in concours quality. It is reported to be in excellent running condition.
The early history of the car is not fully known. It is believed to have been an American market export car and believed to have been first owned by Jim Hall. Its racing career is believed to have been confined to the US. It is believed that ownership later passed to a Porsche enthusiasts who commissioned to restoration on the car. From there, ownership passed to the Rosso Bianco Collection before being auctions at the 2006 Bonhams & Butterfields auction held at the Quail Lodge in Carmel, California. The car was estimated to sell at auction for $350,000 - $400,000. Bidding quickly surpassed that estimated and as the gavel fell, a new owner had been found, winning the car for a high bid of $557,000.
By Daniel Vaughan | May 2007
 |  |  | Coupe Chassis Num: 906-134 |
906 #134 began its World Championship racing career with Team Holland. Driven by Dutchmen Ben Pon and Gijis van Lennep, a Le Mans winner, the car finished 7th overall in the ADAC 1000 Kilometer Race at Nurburgring.
For the 1976 Le Mans Grand Prix d'Endurance, Ben Pon and Vick Elford finished 7th overall. The car was then sold to a succession of amateur teams in whose hands the car continued racing for many years. Subsequently, the car came to the United States for a complete restoration under the direction of Bruce Canepa. Since completion, the car remains an active competitor in many vintage racing events.
This car is powered by a six-cylinder engine capable of producing 235 horsepower and 200 foot-pounds of torque. It has a Porsche five-speed manual gearbox and an independent suspension in both the front and rear. It gets about six-miles to the gallon and rides on Dunlop wheels.
 |  | Chassis Num: H-133 |
 |  |  | Coupe |
The new 906 coupe adopted a highly tuned version of the new 911 series six-cylinder road car. The coupe featured gullwing doors and was developed purely as a racer, with no intent of street use. The new FIA regulations stipulated that 50 cars had to be built prior to homologation. In January 1966, sixty-seven 906 coupes began rolling out of Stuttgart. They featured tubular space frames, wind tunnel designed glass fiber bodies, and two liter sixes, developing 210 horsepower. Most were raced by privateer teams. Because of limitations, including the use of 904 suspension pieces, the 906 eventually evolved further into the 910 model. This was also a pure competition coupe, using upgraded suspension and a central knock-off wheel lug for quicker servicing during competition.
 |  |  | Coupe Chassis Num: 906-155 Engine Num: 906-022 |
Chassis number 906-155 was the 58th of 65 produced. The engine is 906-022 and original with specifications - 2.0 liters, 6-cylinder boxer-horizontal, air-cooled, two triple barrel 46mm Weber 3C IDA carburetors, twin plug heads, twin ignition, enlarged ports/valves, aggressive cams, domed pistons, 10.3:1 compression ratio, forged titanium rods and cylinder head bolts, cast magnesium crankcase and covers, drilled flywheel, 220 horsepower at 8000 RPM.
The 906s were the last Porsche street-legal racing cars and were capable of 170 mph.
The Porsche 904, also known as the Porsche Carrera GTS, was designed by Ferdinand 'Butsi' Porsche and introduced in 1963. GT Homologation rules stated that at least 100 examples needed to be produced in a twelve month time period. Porsche knew that selling 100 race cars would be difficult so they built the 904 as a street legal race car. Three prototypes were built and tested vigorously near the close of 1963. Modifications and enhancements were applied and the 908 was officially displayed to the public in November of 1963. In less than a month after its debut, almost all 90 examples were spoken for and by April of 1964, the 100 units had been constructed.
The flat-four cylinder engine was placed in the middle of the car and powered the rear transaxle. A 5-speed manual gearbox was matted to the 356 Carrera 2 derived engine and modified to produce 180 horsepower. The potent engine and low weight of the vehicle, 1430 pounds, the vehicle was able to achieve a top speed of 160 miles-per-hour. A flat-six engine, in development at the time and being built for the 901/911 model, was intended to be used but was not ready in time. Some 904's did receive a six and eight cylinder engine throughout its 2 year production life span, these vehicles were referred to as 904/6 and 904/8. Not enough of these larger engine versions were built to be homologated so they raced in the prototype class.
In 1964, 100 examples were produced which satisfied homologation requirements. There was such a demand for the 904 that an additional 20 examples were produced in 1965.
The body production was handled by Heinkel, an airplane manufacturer who was able to produce two per day. To increase the rigidity of the chassis, the frame was bonded to the body. The weight of the steel frame chassis was the 904's Achilles heel though its powerful engines and excellent handling characteristics helped disguise this problem. By 1965 Ferrari's V6 Dino racers began exploiting these weaknesses and almost instantaneously rendered the Porsche 904 obsolete.
The Porsche 906 was produced in 1966 with a total of 65 examples being produced with 9 being prototypes outfitted with fuel-injection engines. It was designed under Ferdinand Piech's direction that began almost immediately when the introduction of the Ferrari Dino racers had virtually made the Porsche cars obsolete. The first item to go was the ladder frame in favor of a lighter spaceframe construction. Porsche intended to outfit the car with 13 inch wheels but unfortunately did not have direct access to these parts. The wheels would not only have to be small, but lightweight and rigid. They found what they were looking for at Lotus who used a similar design for their Formula 1 race cars. Porsche acquired the wheels and Lotus gladly unloaded their spare parts. A flat-eight Grand Prix engine was fitted, although a lightweight 6-cylinder engine would become the option of choice for many of the races. The 8-cylinder engine was mostly reserved for hillclimbing events especially when competing against the Ferrari Dinos. A spider body was fitted, and its inaugural appearance was at the Swiss Ollon-Villars hillclimb where it was met with disappointing results that were clearly to-do with poor testing and rushed development. The Ferrari's easily dominated the event and sent Porsche and their ''Ollon Villars Spyder' back to the drawing-board.
The 'Ollon Villars Spyder' had shown some potential but it was clear that more was needed. The FIA Group 4 GT homologation requirements had been dropped from 100 to 50 examples needing to be produced before eligible to race. It was decided to shift their attention from the development of a larger engine to focusing on a new spaceframe chassis. Though the homologation requirements had been reduced, it was still a difficult task to build 50 complex spaceframe chassis in a short period of time. Porsche found a solution by outsourcing the construction to Karosseriewerk Weinsberg while they focused on perfecting the chassis by attempting to reduce its weight and increase its rigidity. Once accomplished, they saved time by reusing many of the mechanical components from the 904, such as the front and rear suspension.
The chassis construction was progressing nicely but there was still the issue of the engine. The 904/6 proved to posses the most potential so work began immediately on reducing its weight, and increasing its durability and output. This was a difficult task since the engine already used many lightweight materials such as aluminum. The solution was to remove the aluminum and replace them with magnesium. An item that was made of steel was substituted with titanium. The horsepower was increased to around 210 which was very impressive and at almost twice the output of the similar 911 road car engine.
Porsche now had a lightweight and durable engine and chassis. Now they needed a suitable body. For this they turned to fiberglass construction and wind-tunnel testing. The resulting design was much wider than its predecessor which allowed it to sit lower to the ground. Much care and attention went into creating the fiberglass body. In the end, the overall weight of the car was just 580 kg, more than 250 pounds lighter than the 904/6.
The name '906' and 'Carrera 6' were slowly adopted by the company after they began stamping '906' onto the chassis to distinguish them from the prior 904/6 versions. The name fit rather well, keeping with Porsche's naming scheme with the '6' representing the number of cylinders.
The Porsche 906 Carrera 6 made its official debut on January of 1966 at the Daytona 24 Hours race. It was painted in navy blue colors and pared up on the grid against cars that were much larger in size and powered by greater engines. When the checkered flag fell, the Porsche 906 was sixth overall and fist in its class. After proving its capabilities at Daytona, the remaining 50 examples had been ordered by privateers. Not all fifty had been built which meant that the Porsche 906 was not qualified for Group 4 GT racing. As a result it raced in the prototype class until the requirement was satisfied. The Ferrari prototypes were fast but they had weaknesses that the Porsche 906's capitalized upon. Ferrari had built only a few prototype racers while Porsche had a wider selection. The Porsche 906's were slightly more evolved and as a result were more durable.
By the close of April all 50 examples had been constructed and Porsche was finally cleared for Group 4 GT competition. At Targa Florio, only a week after satisfying homologation requirements, the Porsche 906 won an overall victory. This was the beginning of a highly successful season, which Porsche left in the capable hands of privateers. This left Porsche free to work on improving the car.
The trend in the automotive community was shifting from carburetors to fuel injection. Not to be left behind, Porsche began experimenting which often produced less-than desirable results. After much tuning and development, a suitable system had been found. The Bosch injection system proved to be the most reliable and produced the best results. Though the performance did not increase, it did provide superior throttle response over the Weber carburetors, and it was easier to tune.
To compliment the new engine, a new body was created which reduced drag levels. Porsche dubbed the resulting car, with its new engine and body work, the 906E, with the 'E' representing 'Einspritzung, or injection. Once again, Porsche found their car being raced int he prototype class. Its inaugural race was at the 24 Hours of Le Mans where the car proved to be very capable. A group of 906E's finished 4th, 5th, and 6th behind a very strong group of Ford GT40's. Though the Porsche 906's did not finish first they were able to defeat the V-12 Ferrari Ps for the first time.
Four chassis were created and outfitted with eight-cylinder races to make them more capable at various tracks, such as Nurburgring. These vehicles are unofficially known as 906/8. Though they did not attain the success Porsche had hoped for, they did continue the evolutionary development process and laid the ground work for Porsche's next iteration of their race car program. By 1970, a Porsche 917K would emerge victorious at the 24 hours of Le Mans.
The Porsche 906 Carrera 6 had combined a multi-tubular space-frame chassis to a lightweight and aerodynamic body. A durable, lightweight, and potent engine had powered the car to many victories during the 1966 season. It had proven to be faster than most other cars on the track, easily beating the more powerful Ferraris.
By Daniel Vaughan | Apr 2006
For more information and related vehicles, click hereThe flat-four cylinder engine was placed in the middle of the car and powered the rear transaxle. A 5-speed manual gearbox was matted to the 356 Carrera 2 derived engine and modified to produce 180 horsepower. The potent engine and low weight of the vehicle, 1430 pounds, the vehicle was able to achieve a top speed of 160 miles-per-hour. A flat-six engine, in development at the time and being built for the 901/911 model, was intended to be used but was not ready in time. Some 904's did receive a six and eight cylinder engine throughout its 2 year production life span, these vehicles were referred to as 904/6 and 904/8. Not enough of these larger engine versions were built to be homologated so they raced in the prototype class.
In 1964, 100 examples were produced which satisfied homologation requirements. There was such a demand for the 904 that an additional 20 examples were produced in 1965.
The body production was handled by Heinkel, an airplane manufacturer who was able to produce two per day. To increase the rigidity of the chassis, the frame was bonded to the body. The weight of the steel frame chassis was the 904's Achilles heel though its powerful engines and excellent handling characteristics helped disguise this problem. By 1965 Ferrari's V6 Dino racers began exploiting these weaknesses and almost instantaneously rendered the Porsche 904 obsolete.
The Porsche 906 was produced in 1966 with a total of 65 examples being produced with 9 being prototypes outfitted with fuel-injection engines. It was designed under Ferdinand Piech's direction that began almost immediately when the introduction of the Ferrari Dino racers had virtually made the Porsche cars obsolete. The first item to go was the ladder frame in favor of a lighter spaceframe construction. Porsche intended to outfit the car with 13 inch wheels but unfortunately did not have direct access to these parts. The wheels would not only have to be small, but lightweight and rigid. They found what they were looking for at Lotus who used a similar design for their Formula 1 race cars. Porsche acquired the wheels and Lotus gladly unloaded their spare parts. A flat-eight Grand Prix engine was fitted, although a lightweight 6-cylinder engine would become the option of choice for many of the races. The 8-cylinder engine was mostly reserved for hillclimbing events especially when competing against the Ferrari Dinos. A spider body was fitted, and its inaugural appearance was at the Swiss Ollon-Villars hillclimb where it was met with disappointing results that were clearly to-do with poor testing and rushed development. The Ferrari's easily dominated the event and sent Porsche and their ''Ollon Villars Spyder' back to the drawing-board.
The 'Ollon Villars Spyder' had shown some potential but it was clear that more was needed. The FIA Group 4 GT homologation requirements had been dropped from 100 to 50 examples needing to be produced before eligible to race. It was decided to shift their attention from the development of a larger engine to focusing on a new spaceframe chassis. Though the homologation requirements had been reduced, it was still a difficult task to build 50 complex spaceframe chassis in a short period of time. Porsche found a solution by outsourcing the construction to Karosseriewerk Weinsberg while they focused on perfecting the chassis by attempting to reduce its weight and increase its rigidity. Once accomplished, they saved time by reusing many of the mechanical components from the 904, such as the front and rear suspension.
The chassis construction was progressing nicely but there was still the issue of the engine. The 904/6 proved to posses the most potential so work began immediately on reducing its weight, and increasing its durability and output. This was a difficult task since the engine already used many lightweight materials such as aluminum. The solution was to remove the aluminum and replace them with magnesium. An item that was made of steel was substituted with titanium. The horsepower was increased to around 210 which was very impressive and at almost twice the output of the similar 911 road car engine.
Porsche now had a lightweight and durable engine and chassis. Now they needed a suitable body. For this they turned to fiberglass construction and wind-tunnel testing. The resulting design was much wider than its predecessor which allowed it to sit lower to the ground. Much care and attention went into creating the fiberglass body. In the end, the overall weight of the car was just 580 kg, more than 250 pounds lighter than the 904/6.
The name '906' and 'Carrera 6' were slowly adopted by the company after they began stamping '906' onto the chassis to distinguish them from the prior 904/6 versions. The name fit rather well, keeping with Porsche's naming scheme with the '6' representing the number of cylinders.
The Porsche 906 Carrera 6 made its official debut on January of 1966 at the Daytona 24 Hours race. It was painted in navy blue colors and pared up on the grid against cars that were much larger in size and powered by greater engines. When the checkered flag fell, the Porsche 906 was sixth overall and fist in its class. After proving its capabilities at Daytona, the remaining 50 examples had been ordered by privateers. Not all fifty had been built which meant that the Porsche 906 was not qualified for Group 4 GT racing. As a result it raced in the prototype class until the requirement was satisfied. The Ferrari prototypes were fast but they had weaknesses that the Porsche 906's capitalized upon. Ferrari had built only a few prototype racers while Porsche had a wider selection. The Porsche 906's were slightly more evolved and as a result were more durable.
By the close of April all 50 examples had been constructed and Porsche was finally cleared for Group 4 GT competition. At Targa Florio, only a week after satisfying homologation requirements, the Porsche 906 won an overall victory. This was the beginning of a highly successful season, which Porsche left in the capable hands of privateers. This left Porsche free to work on improving the car.
The trend in the automotive community was shifting from carburetors to fuel injection. Not to be left behind, Porsche began experimenting which often produced less-than desirable results. After much tuning and development, a suitable system had been found. The Bosch injection system proved to be the most reliable and produced the best results. Though the performance did not increase, it did provide superior throttle response over the Weber carburetors, and it was easier to tune.
To compliment the new engine, a new body was created which reduced drag levels. Porsche dubbed the resulting car, with its new engine and body work, the 906E, with the 'E' representing 'Einspritzung, or injection. Once again, Porsche found their car being raced int he prototype class. Its inaugural race was at the 24 Hours of Le Mans where the car proved to be very capable. A group of 906E's finished 4th, 5th, and 6th behind a very strong group of Ford GT40's. Though the Porsche 906's did not finish first they were able to defeat the V-12 Ferrari Ps for the first time.
Four chassis were created and outfitted with eight-cylinder races to make them more capable at various tracks, such as Nurburgring. These vehicles are unofficially known as 906/8. Though they did not attain the success Porsche had hoped for, they did continue the evolutionary development process and laid the ground work for Porsche's next iteration of their race car program. By 1970, a Porsche 917K would emerge victorious at the 24 hours of Le Mans.
The Porsche 906 Carrera 6 had combined a multi-tubular space-frame chassis to a lightweight and aerodynamic body. A durable, lightweight, and potent engine had powered the car to many victories during the 1966 season. It had proven to be faster than most other cars on the track, easily beating the more powerful Ferraris.
By Daniel Vaughan | Apr 2006
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 1966
Porsche
models |
| Porsche 906E |
| Porsche 911 |
| Porsche 911S |
| Porsche 912 |
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| Rolls-Royce | Spyker |
| Tesla | |
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| Lancia Fulvia |
| Porsche 906E |
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| Porsche: 1961-1970 |
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