Image credit: © conceptcarz.com (Reproduction Or reuse prohibited).

1997 Porsche 911 GT1 Navigation
The 911 GT1 Evo rolled out in the year 1997 with a totally modified body as well as a new undercarriage under the front of the car. These measures resulted in improved downforce. The front axle was also new and featured a wider track. Many details were improved with a view to becoming more service friendly. On March 7, 1997 the GT1 Evo rolled out of the workshop and with Bob Wollek at the wheel, laps Porsche's own proving circuit in Weissach for the first time.
This 1997 911 GT1 Evo is on loan from 'The Drendel Family Collection' in Hickory, N.C. and is one of only two privately owned former factory team GT1's in the world and the only one in the United States.
This car raced in the 1997 24 Hours of Le Mans, the 1997 FIA GT in Nurburgring, and the 1997 FIA GT in Laguna Seca.
This 1997 911 GT1 Evo is on loan from 'The Drendel Family Collection' in Hickory, N.C. and is one of only two privately owned former factory team GT1's in the world and the only one in the United States.
This car raced in the 1997 24 Hours of Le Mans, the 1997 FIA GT in Nurburgring, and the 1997 FIA GT in Laguna Seca.
Porsche and Le Mans are about as synonymous as one would find. And when the FIA GT Championship really gained popularity during the mid-1990s, Porsche would determine to make its return to sportscar endurance racing in this category. The reason for this was rather simple: Porsche believed others were going at it the wrong way and this gave the factory an edge, it believed.
McLaren and Ferrari would be some of the first to compete in the GT1 category. Ferrari would use a racing version of its F40 while McLaren would use its F1. And while the McLaren F1 had not be initially built for endurance sportscar racing a modified version of the car would go on to score a number of victories including the 1995 24 Hours of Le Mans.
All of a sudden, Porsche's territory was being invaded. The factory had no new prototype. The prototypes being used were nothing really more than previous 962 designs just adapted to conform to the regulations. Porsche did have cars racing in the GT1 category but they were really nothing more than 993s adapted to the category.
And that is when it all clicked for the factory. Upon reading through the regulations once again it seemed abundantly clear most everyone in the GT1 category was approaching things from the wrong point-of-view, and this limited potential, at least in the minds of the engineers and designers at Porsche.
Most all of the prominent players in the GT1 category had been taking existing supercars and adapting them for use on the track. However, the regulations stipulated that to be eligible to compete in the GT1 category the factory must produce at least 25 for road use. Therefore, Porsche looked at the regulations differently. Instead of taking an existing production car and making it legal to race, the factory would build a car to race and adapt it to make it legal for the street.
This would seemingly open up the possibilities for the engineers and designers. Instead of the street being the focus, the factory would make the perfect circuit racing car that could then be de-tuned and adapted for the street. This would result in the 911 GT1.
Built and raced in 1996, the 911 GT1 driven by Hans Joachim Stuck, Thierry Boutsen and Bob Wollek would go on to win the GT1 category in its first attempt and would finish just a lap behind in the battle for the overall win. In fact, it would be a great debut for the factory effort as it would score a one-two in GT1 and would place 2nd and 3rd in the overall standings.
But for the Porsche factory team, a 2nd and 3rd place in the overall standings at Le Mans wasn't good enough. Only an outright overall win would suffice. Therefore, the designers and engineers would set about on developing what would become known as the 911 GT1 Evolution.
Neither the GT1 nor the GT1 Evolution really looked anything like the 911. The rear end was really a 962 and the nose of the car was certainly more akin to the 993, but the 911 look was still in there. And being the company's most notable model name it would be retained.
Approaching the car design from the basis of building a car specifically for the track first meant a great emphasis would be placed on handling and performance. This had led to the GT1 being designed and built with a mid-mounted water-cooled, twin-turbo flat-six engine. The boxer engine and the mid-mounting meant the car was very stable around the corners due to its low center of gravity and because of the engine weight being distributed toward the middle of the car. This engine positioning would also affect the overall aerodynamic design of the car, which, when combined with the 600 hp engine, meant the carbon-fiber Kevlar bodied could be ushered up to speeds nearer to 200 mph.
The Evolution would bear great similarity to the GT1 but with some important modifications and updates. The Evolution would enjoy improved aerodynamics over its predecessor. The new version of the car would also enjoy improved handling as a result of a wider front axle. Improved suspension would further enhance the stability of the car. And with a modified engine management system and improved aerodynamics the GT1 Evo would prove to be a little quicker in acceleration than its predecessor but still just about as fast given the car was still using the same 600 hp engine.
Compared to its predecessor, the improved acceleration of the GT1 Evo would make little difference. And, in fact, the first edition of the GT1 would prove much more successful than its updated successor. But in fairness to the GT1 Evo, it would have to fight off the McLaren F1 GTR and the new CLK-GTR from Mercedes-Benz.
But in spite of the fact the 911 GT1 Evo would go winless it would still have a moment in the sun at its race, the 1997 24 Hours of Le Mans.
Offered at the 2012 Amelia Island auction was chassis number 993-GT1-004. This car, offered via the vast Drendel Family collection, is the actual chassis that enjoyed a great moment in the sun leading the 1997 24 Hours of Le Mans. The number 25 factory car would be in the overall lead of the race for quite a while until, in the early morning hours, Bob Wollek unfortunately spun the car on damp curbs. The spin wouldn't have been so bad had the car not carried on to strike one of the walls surrounding the circuit. This would damage the car beyond repair. And, just like that, the leading car of Bob Wollek, Thierry Boutsen and Hans-Joachim Stuck was dramatically out of the race.
After its disappointing and bitter end in the 24 Hours of Le Mans the car would be repaired and raced extensively. However, the car would never contend for a victory at any time ever again during its career.
The car's best result would end up coming in its final factory-backed race. At Laguna Seca in 1997, chassis number 993-GT1-004 would go on to place 3rd overall and would bring an end to its competitive days with a podium result.
After its final race for the factory it would be retained for use by the factory for use in tire development testing but it would also be raced in the Canada GT Cup Challenge.
When its racing career finally came to an end, GT1-004 would end up as part of The Drendel Family collection. The car would be refinished in its original Modil 1/Warsteiner livery that adorned the car during its 1997 24 Hours of Le Mans attempt. Offered with an extensive collection of spare parts and equipment, the entire package was expected to earn between $900,000-$1,200,000 at auction. However, the car would end up selling for a total of $1,265,000.
Sources:
'Lot 49: 1997 Porsche 911 GT1 Evolution', (http://www.goodingco.com/car/1997-porsche-911-gt1-evolution). Gooding and Company. http://www.goodingco.com/car/1997-porsche-911-gt1-evolution. Retrieved 12 March 2012.
'History: Racing Cars: 1996 Porsche 911 GT1', (http://www.porsche.com/usa/eventsandracing/motorsport/philosophy/history/racingcars/1996-911gt1/). Porsche. http://www.porsche.com/usa/eventsandracing/motorsport/philosophy/history/racingcars/1996-911gt1/. Retrieved 12 March 2012.
'History: Racing Cars: 1997 Porsche 911 GT1 Evolution', (http://www.porsche.com/usa/eventsandracing/motorsport/philosophy/history/racingcars/1997-911gt1evo/). Porsche. http://www.porsche.com/usa/eventsandracing/motorsport/philosophy/history/racingcars/1997-911gt1evo/. Retrieved 12 March 2012.
Wikipedia contributors, 'Porsche 911 GT1', Wikipedia, The Free Encyclopedia, 26 February 2012, 07:25 UTC, http://en.wikipedia.org/w/index.php?title=Porsche_911_GT1&oldid=478907707 accessed 12 March 2012 By Jeremy McMullen
McLaren and Ferrari would be some of the first to compete in the GT1 category. Ferrari would use a racing version of its F40 while McLaren would use its F1. And while the McLaren F1 had not be initially built for endurance sportscar racing a modified version of the car would go on to score a number of victories including the 1995 24 Hours of Le Mans.
All of a sudden, Porsche's territory was being invaded. The factory had no new prototype. The prototypes being used were nothing really more than previous 962 designs just adapted to conform to the regulations. Porsche did have cars racing in the GT1 category but they were really nothing more than 993s adapted to the category.
And that is when it all clicked for the factory. Upon reading through the regulations once again it seemed abundantly clear most everyone in the GT1 category was approaching things from the wrong point-of-view, and this limited potential, at least in the minds of the engineers and designers at Porsche.
Most all of the prominent players in the GT1 category had been taking existing supercars and adapting them for use on the track. However, the regulations stipulated that to be eligible to compete in the GT1 category the factory must produce at least 25 for road use. Therefore, Porsche looked at the regulations differently. Instead of taking an existing production car and making it legal to race, the factory would build a car to race and adapt it to make it legal for the street.
This would seemingly open up the possibilities for the engineers and designers. Instead of the street being the focus, the factory would make the perfect circuit racing car that could then be de-tuned and adapted for the street. This would result in the 911 GT1.
Built and raced in 1996, the 911 GT1 driven by Hans Joachim Stuck, Thierry Boutsen and Bob Wollek would go on to win the GT1 category in its first attempt and would finish just a lap behind in the battle for the overall win. In fact, it would be a great debut for the factory effort as it would score a one-two in GT1 and would place 2nd and 3rd in the overall standings.
But for the Porsche factory team, a 2nd and 3rd place in the overall standings at Le Mans wasn't good enough. Only an outright overall win would suffice. Therefore, the designers and engineers would set about on developing what would become known as the 911 GT1 Evolution.
Neither the GT1 nor the GT1 Evolution really looked anything like the 911. The rear end was really a 962 and the nose of the car was certainly more akin to the 993, but the 911 look was still in there. And being the company's most notable model name it would be retained.
Approaching the car design from the basis of building a car specifically for the track first meant a great emphasis would be placed on handling and performance. This had led to the GT1 being designed and built with a mid-mounted water-cooled, twin-turbo flat-six engine. The boxer engine and the mid-mounting meant the car was very stable around the corners due to its low center of gravity and because of the engine weight being distributed toward the middle of the car. This engine positioning would also affect the overall aerodynamic design of the car, which, when combined with the 600 hp engine, meant the carbon-fiber Kevlar bodied could be ushered up to speeds nearer to 200 mph.
The Evolution would bear great similarity to the GT1 but with some important modifications and updates. The Evolution would enjoy improved aerodynamics over its predecessor. The new version of the car would also enjoy improved handling as a result of a wider front axle. Improved suspension would further enhance the stability of the car. And with a modified engine management system and improved aerodynamics the GT1 Evo would prove to be a little quicker in acceleration than its predecessor but still just about as fast given the car was still using the same 600 hp engine.
Compared to its predecessor, the improved acceleration of the GT1 Evo would make little difference. And, in fact, the first edition of the GT1 would prove much more successful than its updated successor. But in fairness to the GT1 Evo, it would have to fight off the McLaren F1 GTR and the new CLK-GTR from Mercedes-Benz.
But in spite of the fact the 911 GT1 Evo would go winless it would still have a moment in the sun at its race, the 1997 24 Hours of Le Mans.
Offered at the 2012 Amelia Island auction was chassis number 993-GT1-004. This car, offered via the vast Drendel Family collection, is the actual chassis that enjoyed a great moment in the sun leading the 1997 24 Hours of Le Mans. The number 25 factory car would be in the overall lead of the race for quite a while until, in the early morning hours, Bob Wollek unfortunately spun the car on damp curbs. The spin wouldn't have been so bad had the car not carried on to strike one of the walls surrounding the circuit. This would damage the car beyond repair. And, just like that, the leading car of Bob Wollek, Thierry Boutsen and Hans-Joachim Stuck was dramatically out of the race.
After its disappointing and bitter end in the 24 Hours of Le Mans the car would be repaired and raced extensively. However, the car would never contend for a victory at any time ever again during its career.
The car's best result would end up coming in its final factory-backed race. At Laguna Seca in 1997, chassis number 993-GT1-004 would go on to place 3rd overall and would bring an end to its competitive days with a podium result.
After its final race for the factory it would be retained for use by the factory for use in tire development testing but it would also be raced in the Canada GT Cup Challenge.
When its racing career finally came to an end, GT1-004 would end up as part of The Drendel Family collection. The car would be refinished in its original Modil 1/Warsteiner livery that adorned the car during its 1997 24 Hours of Le Mans attempt. Offered with an extensive collection of spare parts and equipment, the entire package was expected to earn between $900,000-$1,200,000 at auction. However, the car would end up selling for a total of $1,265,000.
Sources:
'Lot 49: 1997 Porsche 911 GT1 Evolution', (http://www.goodingco.com/car/1997-porsche-911-gt1-evolution). Gooding and Company. http://www.goodingco.com/car/1997-porsche-911-gt1-evolution. Retrieved 12 March 2012.
'History: Racing Cars: 1996 Porsche 911 GT1', (http://www.porsche.com/usa/eventsandracing/motorsport/philosophy/history/racingcars/1996-911gt1/). Porsche. http://www.porsche.com/usa/eventsandracing/motorsport/philosophy/history/racingcars/1996-911gt1/. Retrieved 12 March 2012.
'History: Racing Cars: 1997 Porsche 911 GT1 Evolution', (http://www.porsche.com/usa/eventsandracing/motorsport/philosophy/history/racingcars/1997-911gt1evo/). Porsche. http://www.porsche.com/usa/eventsandracing/motorsport/philosophy/history/racingcars/1997-911gt1evo/. Retrieved 12 March 2012.
Wikipedia contributors, 'Porsche 911 GT1', Wikipedia, The Free Encyclopedia, 26 February 2012, 07:25 UTC, http://en.wikipedia.org/w/index.php?title=Porsche_911_GT1&oldid=478907707 accessed 12 March 2012 By Jeremy McMullen
2012 Gooding & Company, Amelia Island, Fl
Pre-Auction Estimates :
USD $900,000-USD $1,200,000
Sale Price :
USD $1,265,000
1997 Porsche 911 GT1 Auction Sales
Recent Sales of the Porsche 911 GT1
(Data based on Model Year 1997 sales)
1997 Porsche 911 GT1 Rennversion Chassis#: WP0ZZZ99ZVS396106 Sold for USD$7,045,000 2024 Broad Arrow : Monterey | |
1997 Porsche 911 GT1 Evolution Chassis#: GT1 993-117 Sold for USD$3,132,360 2016 RM Sotheby's : Monaco | |
1997 Porsche 911 GT1 Evolution Chassis#: 993-GT1-004 Sold for USD$1,265,000 2012 Gooding & Company, Amelia Island, Fl | ![]() ![]() |
Porsche 911 GT1s That Failed To Sell At Auction
1997 Porsche 911 GT1's that have appeared at auction but did not sell.
Vehicle | Chassis | Event | High Bid | Est. Low | Est. High |
---|---|---|---|---|---|
1997 Porsche 911 (GT1) Replica | 2016 Silverstone Auctions : The Classic Race Aarhus Auction | $115,500 |
Vehicles With Comparable Market Values
Similar sales to the $3,814,120 range.
2015 Ferrari LaFerrari Chassis#:ZFF76ZHB000208219 Sold for $3,683,340 2025 RM Sothebys : Paris | |
1958 Ferrari 250 GT LWB Berlinetta 'Tour de France' by Scaglietti Chassis#:0933 GT Sold for $3,772,500 2025 RM Sothebys : The Arizona Auction | |
2025 CHEVROLET CORVETTE ZR1 FIRST RETAIL PRODUCTION VIN 001 Chassis#:001 Sold for $3,700,000 2025 Barrett-Jackson : Scottsdale | |
1923 Mercedes Type 122 Indianapolis Racer Chassis#:26913 Sold for $3,757,072 2024 RM Sothebys : Munich | |
1935 Bugatti Type 57 Atalante Chassis#:57252 Sold for $3,915,431 2024 Gooding & Company : London Auction | |
2010 Mercedes-Benz SLR McLaren Stirling Moss Chassis#:WDD1999761M900041 Sold for $3,643,376 2024 RM Sothebys : The Tegernsee Auction | |
1934 Duesenberg Model J Disappearing-Top Convertible Coupe Chassis#:2490 Sold for $3,745,000 2024 Gooding & Company : Pebble Beach | ![]() ![]() |
1928 Mercedes-Benz 36/220 S-Type Four-Seated Sports Tourer Coachwork by Sindelfingen Chassis#:35985 Sold for $3,727,695 2024 Bonhams : Goodwood Festival of Speed | |
1972 Ferrari 365 GTS/4 Daytona Spider by Scaglietti Chassis#:15383 Sold for $3,701,561 2024 RM Sothebys : Monaco | ![]() ![]() |
1930 Duesenberg Model J 'Disappearing Top' Convertible Coupe by Murphy Chassis#:2369 Sold for $3,855,000 2024 RM Sothebys : ModaMiami | ![]() ![]() |
1972 FERRARI 365 GTB/4 DAYTONA SPIDER Chassis#:15277 Sold for $3,635,000 2024 Gooding : Amelia Island | ![]() |
1954 FERRARI 500 MONDIAL SERIES I SPIDER Chassis#:0434 MD Sold for $3,995,000 2024 Gooding : Amelia Island | ![]() ![]() |
2015 Porsche 918 'Weissach' Spyder Chassis#:WP0CA2A13FS800656 Sold for $3,937,500 2023 RM Sothebys : The White Collection | |
1985 Ferrari 288 GTO Chassis#:ZFFPA16B000054809 Sold for $3,910,000 2023 Broad Arrow : Monterey Jet Center | |
1967 Ferrari 275 GTB/4 'Del Rio' by Scaglietti Chassis#:09831 Sold for $3,800,000 2023 RM Sothebys : Monterey | ![]() ![]() |
1985 Ferrari 288 GTO Chassis#:ZFFPA16B000056773 Sold for $3,965,000 2023 RM Sothebys : Amelia Island | ![]() ![]() |
1991 Ferrari 643 Chassis#:127 Sold for $3,997,353 2023 RM Sothebys : Paris | |
2022 Bugatti Chiron Super Sport 300+ Chassis#:VF9SW3V33NM795018 Sold for $3,718,748 2022 RM Sothebys : London | |
1990 FERRARI F40 Chassis#:ZFFMN34A0L0087041 Sold for $3,965,000 2022 Gooding & Company : Pebble Beach | ![]() ![]() |
1992 Ferrari F40 Chassis#:ZFFMN34AXN0091097 Sold for $3,855,000 2022 RM Sothebys : Monterey | ![]() ![]() |
1997 Porsche 911 GT1
• Additional valuation insight and sales data• History
• Specifications
• Image gallery
• Other Porsche 911 GT1 model years