1985 Porsche 959

Throughout Porsche's history, most of their racing efforts were done by supporting privateer customers. One of the exceptions was in the mid-1980s with the 959. It was originally conceived in a 1981 meeting between Porsche chief engineer Helmuth Bott and the recently hired president of the company, Peter Schutz. The idea was simple - to explore the ultimate capabilities of the 911. Schutz approved the idea through Group B competition.

Near the close of 1983, Porsche unveiled a concept car called the Gruppe B at the Frankfurt Motor Show. It was finished in all white and wore dramatically overhauled 911 styling. The twin-turbocharged flat-six engine was sourced from the company's shelved Formula 1 effort of 1980, the motor itself derived from the 935/78 Moby Dick powerplant. This engine would eventually be used in the production examples and later racing derivations of the 959.

Group B homologation rules required 200 examples produced, so Porsche initially satisfied this requirement by building highly modified 911 SC models powered by a naturally aspirated 3.2-liter Carrera motor. Over the years that followed the Group B class evolved, causing Porsche to reconsider its ability to provide the testing ground needed for the 959.

Porsche driver Jacky Ickx had previously raced a Mercedes-Benz 280 GE Gelandewagen in the Paris-Dakar Rally and expressed his interest in competing in the event again, this time in a Porsche. The Paris-Dakar Rally was a grueling 7,500 mile that tested man and machine - the perfect arena for Porsche to experiment and test new technology and designs. For the 1984 Paris-Dakar Rally, the Rothman team fielded three Porsche cars with one driven by Ickx, internally classified as the Type 953. Although they wore standard 911 bodywork, they were heavily modified and used many advanced features, such as manually controlled four-wheel drive. The doors and deck lids were built from aluminum, and Plexiglas replaced the standard glass. The Porsche driven by René Metge and Dominique Lemoyne finished first overall, while Ickx and Claude Brasseur finished 6th. The third car finished in 17th place.

For the following year's event, Porsche brought three purpose-built 959 examples with new chassis and coachwork in the style of the Gruppe B concept. Power continued to be the naturally aspirated Carrera engine, but now featured many computer-governed systems and a highly developed all-wheel-drive system. Despite the technological prowess, all three cars retired due to mechanical issues. Ickx and Brasseur were in the overall lead before hitting a large rock and retiring. The car of Mass and Kiefer finished after an early accident, and the third car had an oil line failure about halfway through the race.

At the 1986 Paris-Dakar race, Schutz and Bott went 'all in' with the 959 powered by a turbocharged engine. The gamble paid off with a 1-2 finish and the third car finishing in 6th place. The ultimate all-wheel-drive Porsche had been fully vetted, prepared, and tested. Soon it would join the elite road-going group of cars known as supercars.

During the development of the 959 production car, Porsche built twelve 'F-Series' prototypes, followed by the 'V-Series' pre-production cars and 'N-Series' pilot vehicles. A total of 29 of these chassis were assigned certain letter codes and numbers and used for various purposes, such as crash tests, road tests, and media coverage. Each of the cars was extensively tested by Porsche engineers to ensure that the systems would be ready for full production.

The production versions were introduced at Frankfurt in 1985 and the company planned to build approximately 200 Komfort units in compliance with the FIA's Group B Homologation rules. They were offered to select enthusiasts who were willing and pay to pay the exorbitant price.

Beginning with the galvanized-steel 911 body shell, the Type 959 received alloy doors and bonnet. Kevlar-reinforced plastics were used for the front and rear wings, rear valance, rocker panels, engine cover, and roof. The front valance was made of flexible polyurethane. The windscreens were mounted flush to improve aerodynamics. The 2.8-liter six-cylinder, dual overhead cam, boxer engine had four valves per cylinder and dry-sump lubrication. The rear-mounted, racing-derived unit was both air- and water-cooled. Two turbochargers operated sequentially. The turbo on the right-hand cylinder bank was an exhaust-driven blower that provided a 'mild' boost to 4,200 rpm, helping to eliminate 'turbo lag.' After this point, the left-side turbo was engaged, boosting power to 450 bhp at 6,000 RPM. The engine was backed by a six-speed manual transmission that was controlled with a single-plate PSK (Porsche Steuer Kupplung, or Porsche Command Clutch). The power was then transmitted to a computer-controlled all-wheel-drive system that automatically shifted torque between the rear and front differentials based on demand. Based on road conditions, the torque produced by the engine could be divided from 50-50 to 20-80 front-to-rear. The system could also be adjusted manually or automatically.

The Porsche 959 could go from zero-to-sixty mph in 3.7 seconds and had a top speed of 317 km/h. The incredible power produced by the race-bred engine and AWD system proved too much for the ordinary tires, so Porsche tasked Dunlop to design a new magnesium-alloy road wheel with run-flat tires. These new tires were wrapped around special 17-inch Denloc wheels that had hollow spokes. The anti-lock braking system was controlled by high-speed microprocessors and the suspension had three adjustable ride-height settings.

Among the many 'first' claimed by the 959 was the use of the traction-controls system - the first use in a production car. It was also the first production car to use a tire pressure monitor system.

Porsche offered a small selection of options including fog lights, an alarm system, fire extinguisher, three-spoke steering wheel, a roll cage, a mirror on the right-hand side, a racing harness, and electrically heated and adjustable seats (with or without stripes).

A total of 283 examples were built with each having a base price of $300,000. The waiting list was long and Porsche lost money on every example, earning it the nickname of 'Porsche's Gift to its Favorite Customers.' The United States customers were not legally able to import the cars, leading to the 'grey market' for 959s. The 'Show and Display' law of 1999, championed by 959 owners Bill Gates and Paul Allen, finally allowed the cars to be legally imported.

by Dan Vaughan

Coupe
Chassis number: WPOZZZ93ZFS010072

The Porsche 959 was originally developed for the short-lived Group B rally program. It was a technologically sophisticated vehicle with the body construction incorporating DuPont Kevlar aramid fibers, a polyurethane nose cap, and aluminum doors and front lid. The suspension was comprised of three adjustable ride-height settings, as well as three dampening settings for the shock absorbers. They had an antilock braking system that was controlled by high-speed microprocessors, augmented by run-flat Bridgestone tires. The engine featured six individually water-cooled cylinder heads, twin sequential turbochargers, and intercooling, sending 450 horsepower at 6,500 rpm to all four wheels through an electronically controlled all-wheel drive system.

The Porsche 959 had a steep $300,000 purchase price, but that was not enough to slow the eagerness of customers. The factory had a waiting list and lost money of every one of the 283 examples built. The model was given the nickname of 'Porsche's Gift to Its Favorite Customers.' Unfortunately for United States collectors, the 959 was not legal to import to the states. The 'Show and Display' law of 1999, championed by 959 owners Bill Gates and Paul Allen, finally allowed the cars to be legally imported.

There were just 21 examples of the 'Vorseries' examples produced, all created in 1985. The 'Vorseries' examples were pre-series production models and were built after the original prototypes. They utilized the finalized 959 specification to varying degrees, but they preceded the start of official public production.

This example is a Vorseries example and was finished in road going 'Komfort' trim. It is not fitted with the hydraulic self-leveling rear suspension, which was a later innovation.

The car spent time in the Porsche executive fleet. It was titled and road-registered prior to being sold privately by the factory. This 959 has had only two registered owners since, the most recent being the president of the Porsche Club of Spain. It has been driven only 5,000 kilometers from new.

The car is finished in its original Zermatt Silver paint and a grey-piped black leather interior.

by Dan Vaughan

Coupe
Chassis number: WP0ZZZ93ZFS010015
Engine number: 6380621

Seven development 959 rally cars were eventually produced. Three were built for 1985 and 1986, respectively, as well as one Le Mans prototype, dubbed the Type 961. Four of these have been retained by the Porsche motorsports department or museum, while one car was destroyed in the 1985 Rallye des Pharaons in Egypt, and another was subsequently sold by Porsche as a bare shell and rebuilt. This particular example, chassis number 010015, is one of only two 959 rally cars in private hands.

This car is one of three cars prepared specifically for the 1985 Paris-Dakar Rally. These 959 test mules were developed from 911 SC chassis and then substantially modified to 959 specifications. Utilizing the naturally aspirated 3.2-liter Carrera engine, all three cars were given a new a new heavy-duty suspension and electronically administered four-wheel drive.

This 959 was entered in the 1985 Dakar Rally as number 186 and driven by Dominique Lemoyne and René Metge. It won two stages before suffering a ruptured oil line, forcing its withdrawal from the rally. After the race, it was shelved from further competition use, and eventually entered a short chain of private ownership.

This Porsche was used for three years at the Goodwood Festival of Speed from 2004–2006, where it was also driven by Mr. Ickx and his daughter Vanina. In 2008, it won its class at the Quail Motorsports Gathering in Carmel Valley, California, and later displayed in the lobby of the Royal Automobile Club in London.

This car is fitted with engine number 380621, a 3.0-liter Carrera motor.

by Dan Vaughan

Coupe
Chassis number: WP0ZZZ93ZFS010015
Engine number: 6380621

In the early 1980s, Porsche began work on a Group B version of its upcoming all-wheel drive 959 model that was intended for racing and rallying. As part of the new model's development program, Porsche constructed a normally aspirated 959 rally car incorporating the 959's new four-wheel-drive setup, suspension and bodywork. Three of these 959s were prepared at the factory racing headquarters in Weissach for the 1985 edition of the Paris-Dakar Rally Raid. Chassis 010015 was one of the three 1985 cars. It was driven by Rene Metge and Dominique Lemoyne in the 1985 Paris-Dakar Rally as entry number 186. The Porsche DNF'd half way through the race due to a broken oil line. In 1986, Porsche again entered three specially prepared 959s. The car finished 6th, 2nd, and 1st overall, with the winning Porsche piloted by the same team of Metge and Lemoyne. Chassis 010015 is one of six total and four surviving 959s built to contest the Paris-Dakar Rally in 1985 and 1986. It is the only complete example in private hands.

Coupe
Chassis number: 10066

Chief engineer Dr. Helmuth Bott proposed an advanced competition car with new technology that could improve the 911 and save it from extinction. Chairman Peter Schutz approved the risky project. The gamble worked and Dr. Porsche gave Bott this prototype upon retirement.

Bott knew racing would fast-track engineering. A Group B rally car could test ideas under extreme conditions and redefine what a Porsche could be. With Schutz's approval, project 'Gruppe B' kicked off in 1982. Three 911s were transformed into 953s with an early version of the 959's front-wheel-drive. One of them won the 1984 Paris-Dakar Rally - over 426 entries.

Three early 959s returned for Paris-Dakar in 1985, but without the planned bi-turbo. None finished, but it was an education. Later that year, a 959 with the trick engine won the Pharo's Rally in Egypt.

With an improved four-wheel-drive system, 959s took first and second place in the 1986 Paris-Dakar. And back in Stuttgart, the production car was ready.

The ideas Bott developed modernized -and saved - the 911, and some 959 innovations still underpin today's Porsches. These are a few of its advanced features:

- Improved aerodynamics, including speed-controlled variable ride height that eliminated lift - even at 200 miles per hour.

- Enhanced cornering stability from Porsche's first four-wheel-drive and better front/rear weight distribution.

- The engine's water-cooled heads and air-cooled cylinders with four valves per cylinder eased compatibility with coming emission-control devices.

- Sequentially-mounted turbochargers improved throttle response and fuel consumption; a small one responds quickly at lower speeds and a big one kicks in when power is needed.

The guiding spirit. That's how former Porsche Racing and PR director Manfred Jantke described Bott's role - and not just when developing the remarkable 959. Bott started with Porsche in 1952 and rose to head of research and development, shaping Porsche's engineering achievements over the decades.

Of 29 developmental 959s built, the first six were Vorserienwagen - prototypes for extended road tests. This particular example is the last of those - designated V6. 'He drove it a lot and he drove it hard,' said Jantke. 'It was also the only prototype when Mr. Bott tried out a catalytic converter.'

When Bott retired in 1988, Dr. Porsche had V6 fitted with personalized leather luggage and presented the car as a gift.

by Brumos Collection

In 1981, the development of the 959 began. Helmut Bott, the head engineer at Porsche, wanted to create a sports car based on the 911 that would take their product to the next level in performance, technology, and design. He began by collaborating with Peter Schutz, the Managing Director at Porsche, about his ideas. The ideas proposed were to continue with the rear engine configuration, examine the potential of all-wheel drive, and put the prototypes through extensive testing and research in the form of racing competition.

Prior to 1999, the 959 was not street legal in the United States. The United States Department of Transportation required that all manufacturers supply four vehicles for crash testing - Porsche refused and thus, never certified by the NHTSA for use. In 1999, the 'Show and Display' crash test requirements were removed and importation of the 959 became legal. Emission regulations require the vehicle to be fitted with catalytic converters and other minor modifications to be made before it is street legal. Many owners refuse and their vehicles remain as showpieces rather than road-legal automobiles.

The 959 uses an aluminum and kevlar composite that keeps the vehicle low in weight while maintaining strength. The 2.8-liter engine is mounted in the rear while powering all 4-wheels. Instead of creating a new engine, Porsche used the twin-turbocharged Boxter six-cylinder power plant. The air-cooled block, 4-valve heads, and water-cooled cylinder heads, coupled with the turbochargers were capable of producing 450 horsepower. The engine had been used for multiple projects such as the Porsche Indy Car, 'Moby Dick' race car, and the 961. As a result of the lightweight car and extremely powerful engine, the car could propel from zero to sixty in just 3.6 seconds and had a top speed of nearly 200 miles per hour. When a car approaches 200 miles per hour, it becomes very unstable. To address these potential issues, Porsche engineered the aerodynamics, suspension, and automatic ride height to keep the car stable at speeds.

The all-wheel-drive system was very advanced. The Porsche-Steuer Kupplung (PSK) system was capable of changing the torque distribution between the front and rear wheels. This aided in slippery conditions, under hard acceleration, and other conditions that may cause a weight-distribution bias.

In 1983, the 961 version was introduced. This race-prepared version captured two wins at the 1984 and 1986 Paris-Dakar Rally. It was entered in the grueling 24 Hours of LeMans where it finished 7th place overall.

In 1987, the 959 street version of the 961 race car went on sale for a mere $225,000. Even at that hefty price tag, it was far less than what Porsche had paid to have it developed and produced. Production continued until 1990. During that time, 226 European street-legal examples were produced.

The Porsche 959 and 961, in all respects, were sports cars with supercar status.

by Dan Vaughan