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1964 Porsche 904 Carrera GTS

1964 was a monumental year for Porsche with the introduction of the 911 as its all-new production car and the arrival of the 904 designed to compete against the world's fiercest competition. Both the 904 and 911 were designed F.A. Porsche and were equally masterful in their respective purposes. The 904 was the final Porsche sports racing car that was developed with some intention for road usage, and the cars were offered with all necessary road equipment. The Type 904 was officially called the Carrera GTS due to the Porsche and Peugeot dispute over numeric designations with '0' in the middle.

Porsche's experimentation with fiberglass began a decade earlier, around 1954, and had filed for patents relating to its use in the construction of automobiles. The use of fiberglass construction would become popular in sports car production, particularly in the United States, but Porsche's use of the material in significant application did not occur until the 904, and that was preceded by much consultation with aircraft manufacturers that had pioneered the use of the material. The fiberglass material was laid over a stamped-steel chassis allowed for a very lightweight package, and the 904 initially tipped the scales at a svelte 650 kg (1,433 lbs). Along with lightweight construction, the 904 made ample use of aerodynamics, along with a small frontal area which allowed the 904 to achieve top speeds that exceeded those of prior Porsche sports racing cars.

The Porsche 904's use of the four-cam four-cylinder engine, designed by Ernst Fuhrmann, represents the significant final application of the powerplant. It had been in use for a decade, yet remained competitive through its potent design, durability, and tuneability. The Type 587 2.0-liter engine, used by the 356 Carrera 2, was equipped with dual Triple-choke Weber carburetors, a full racing exhaust system, and produced approximately 175 horsepower at 6,800 RPM. In the road-going guise, the 587/2 engine offered 155 horsepower. The engine bay was made large enough to accommodate a six-cylinder engine, as well as the 2-liter version of the F1 flat eight. The engine was backed by a five-speed manual transmission with internals developed for the 911's transmission but received a different casing better suited for its mid-engine layout. Disc brakes at all four corners provided the stopping power and steering were handled by a ZF rack-and-pinion setup. The engine and suspension were bolted directly to the steel structure, resulting in a reduction of noise and vibration to the passenger compartment. The body design was penned by Ferry Porsche's eldest son (28 years old), 'Butzi,' and manufactured by the Heinkel aircraft company. The design was both functional and elegant, with a full-length character line, low 41.9-inch height, and rakish lift-up tail. The suspension, comprised of double wishbones in the front and rear, was sourced from the Zuffenhausen firm's recent Formula 1 experience. Porsche had axed its expensive Formula 1 program at the end of 1962, freeing up the German manufacturer's limited technical resources. During the early 1960s, the Type 356-based Abarth-Carreras had flown the Porsche flag in international GT racing, promoting the Porsche brand and improving the road car range along the way.

Porsche's new racing machine was introduced at a press launch in November 1963 at the Solitude circuit in Germany, and during its racing career would achieve over 300 class victories and 145 overall wins in the 1,300 race entries. Of the first ten examples completed, nine were kept for works race team use. A minimum of 100 road-usable cars had to be made to meet the FIA's homologation requirements, making the Type 718 RSK obsolete due to its complex spaceframe construction. Instead, Porsche's Technical Director, Dr. Hans Tomala, followed a similar path to Colin Chapman's Lotus Elite, utilizing fiberglass for the new mid-engined GT racer. While the Elite used an all-composite formula, the Type 904 used fiberglass for the body with the chassis comprising a pair of steel, cross-braced, box sections, to which the fiberglass bodyshell was bonded.

An example raced in the prototype class at Daytona in February of 1965 but failed to finish. Its first international success followed in March at Sebring, where the Briggs Cunningham and Lake Underwood driven Type 904 won its class and finished 9th overall. On high-speed tracks, the small-capacity Porsche contested class victories, but on technical circuits, such as the punishing Sicilian Targa Florio, the agile 2-liter cars were at much less of a disadvantage to their larger-engined opposition. Since the Targa Florio had become part of the World Sportscar Championship in 1958, the nimble Porsche's had won the Sicilian classic on three occasions. The Type 904 continued that winning tradition by scoring a debut victory piloted by Colin Davis and Antonio Pucci.

In May of 1964, Ben Pon and Gunther Koch placed 3rd at the Nürburgring 1,000 kms in a production 904, while at Le Mans all five 904s entered finished, the highest in 7th place overall. At the Reims 12 Hour race, eight examples finished in the top 20, the highest in 5th place.

The 1965 season began with the Böhringer/Wütherich 904 finished 2nd overall in the Monte Carlo Rally. The 904 secured numerous podium finishes and continued to dominate its class during the 1965 season, but without any overall endurance racing victories. For the European Hill-Climb Championship, lightweight versions with spyder coachwork were constructed, but the compromises enforced by the racing regulations at the time curtailed its potential.

A second series of 100 Type 904 sports cars were to be built for 1965 with the 911's six-cylinder engine, but homologation requirement changes convinced Porsche to abandon the plan, realizing that such a car would not be competitive. Its successor, the Carrera 6, was an all-new 2-liter sports car and better suited for the evolving regulations and increasing competition.

Of the 120 examples of the 904 built, 104 were equipped with four-cylinder engines, and ten received the 911's six. An additional six examples were powered by the F1-type flat eight. 31 examples went to the American shores.

The Porsche Type 904 was capable of sprinting from zero-to-sixty mph in as little as 5.5 seconds and could be geared for 160 mph.

by Dan Vaughan

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The Porsche 904 GTS was Porsche's first foray into fiberglass construction of a production sports car. The 904 was really a dual purpose car that could be raced on weekends and driven on public roads, as this one was. The body is FPR bonded to square tube frame and is a mid-engine configuration. Depending on who was doing the fiberglass lay-up, the cars weighed approximately 1700 pounds and had a top speed of 163 MPH. The one hundred or so 904s were built with the 2-liter, four-cam, four-cylinder engines putting out 180 HP with the street configuration and 198 (DIN) HP in the racing configuration. Several were built with six-cylinder engines and at least one with an eight-cylinder engine. This car was raced by Amelia Island Board member, George Drolsom, who teamed with the late Peter Gregg to finish third in class in the 1966 Daytona 24 hour race. At the time, the car was owned and entered by Brumos Porsche.

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Chassis number: 906-002

Porsche introduced its 904 sport car racing coupe in 1963, and was a direct successor to their RS61, which itself has roots to the 718 'RSK' of 1957. The RSK was a further development of the original 550 and subsequent 550A.

The Porsche 550 utilized a space-frame design that would continue to be used through RS61 production. This meant they had large main frame rails of steel, which were attached to the front and rear suspension. An alloy body was comprised of some stressed but mostly un-stressed panels.

The all-new Carrera GTS had a central steel, 'back-bone' chassis with mid-engine placement. Both an outer and inner, rigid and fully bonded GRP body was then fastened for maximum rigidity.

The Carrera GTS was designed to compete in FIA's GT class. Client racing and street legal versions were introduced in 1964, in order to satisfy FIA Group 3 homologation regulations which stated 100 examples were required to be built.

Chassis number 906-002 is the second of Porsche's 904/6 factory team cars. They built a total of six similar 904/6 Works team cars (chassis numbers 001, 002, 005, 006, 011, and 012). All examples currently survive in varying states except for chassis number 906-005, which was destroyed during testing and development in 1965.

906-002 was a test and development car for 1963, 1964, and 1965. In December of 1954, it went through extensive testing program in Italy at Monza, where several Solex carburetor tests were conducted with Herbert Linge, alongside sister 904/6, chassis number 906-001, which was fitted with various Weber carburetor set-ups in comparison. Several different tire tests were also conducted and both 001 and 002.

As the close of the 1965 season, the car was offered by the Porsche factory for public sale. Michel Weber purchased the car on May 10th of 1966. It was raced in Germany, France, Italy, and Austria throughout the year's European Mountain (Hill Climb) Championship season. With Weber at the wheel, the car scored multiple podium finishes throughout the season, including two first place finishes.

At the close of the 1966 season, Weber loaned the car to the Swiss driving team of Ruedi Jauslin and Peter Ditzler for use by their team, Scuderia Basilea. The car was entered in several races in 1967 events but did not show up with the car until very late in the season. At the October 29th, 1967 running of the Three Hours of Hockenheim, the two finished Secon in Class. On December 10th of 1967, Ditzler drove the car himself in the Hockenheim Finale Race scoring a Third Overall.

Weber retired the car at the end of the 1967 season and put it up for sale. U.S. Air Force Major Berny Barns became the car's next caretaker. Harro Schneider of German purchased the car in 1970 and kept it until 1979, selling it to Lohr & Becker, also of Germany. Dr. Friedhelm Tang purchased the car in 1987 and kept it until 1999, when it was sold to Brazilian Lara Resende. Frederic de la Noce purchased it in 2002 and kept it until 2011.

In 2012, this car was offered for sale at RM Auctions Monterey, California sale. It was estimated to sell for $1,800,000 - $2,200,000. Bidding reached $1,575,000 but was not enough to satisfy the vehicle's reserve. It would leave the auction unsold.

by Dan Vaughan

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By the early 1960's race cars had become specialized tools, to meet new challenges, thus Porsche launched the 904 GTS. Ferdinand Porsche, grandson of the founder, is credited with the design. This was the last competition car to use a modified street engine and the first to use a fiberglass body.

This car was delivered new to Sonauto, in Paris in 1964. It was damaged after the 'Coupe the Alps' in 1965, and returned to Porsche for repair. The entire body and frame were replaced, using the final version of the 904, as such, it was stronger and lighter now. Porsche was not yet equipped to repair the fiberglass steel unibodies and there were several instances of full body replacements being done.

The car has survived a four year long competition history. It remains in as raced condition. The later series, lighter and stronger body, combined with street cams, installed in a 1998 restoration, make it a wonderful car to rally, tour or vintage race.

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This car is one of approximately 120 Porsche 904s produced. Because of time constrains and weight considerations, the Porsche factory decided to use fiberglass for the bodies. The bodies were then glued to the chassis, which later proved to improve the overall rigidity of the car. The original owner, Gunther Selbach, raced the car modestly at such venues as the Nurburgring and DMV Avus-Rennen, and in the early 1970s the second owner imported the car to the US. It was wrecked shortly thereafter, with extensive damage to the frame and suspension. With the help of Porsche AG and Porsche Cars of North America, the current owner was able to obtain the frame blueprints, and a complete restoration was started in the spring of 2000. The restoration was finally completed in 2007.

The 904 was Porsche's first fiberglass bodied race car. The bodies were outsourced and manufactured by Heinkel (the same company that produced the first jet Fighter for Germany during World War II). The lightweight bodies were bonded/glued to the frames. The engine is an air-cooled 2-liter 4-cam flat four-cylinder that produces 180 horsepower. Production was approximately 116 units.

This car was raced by its original owner Gunther Selbach and placed competitively at races such as Nurburgring and DMV Avus-Rennen.

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Often recognized as the most beautiful Porsche ever built, the 904 was the first fiberglass car to bear that legendary name. It was designed by Ferdinand 'Butzi' Porsche, grandson of the eponymous scion of the company.

Only one hundred twenty 904s were ever built. Most were powered by the highest development of the legendary Fuhrmann four cam Carrera engine.

This example may be one of the most original 904 extant today. It was purchased by the current owner from the original owner nearly forty years ago. It has its original engine, interior and the vast majority of its original paint.

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Chassis number: 904-017

Chassis number 904-017 is one of the earlier 904 Carrera GTS models produced. It has enjoyed a brilliant racing career and is a well-documented example with known ownership history from new. The car was completed on February 10th of 1964 and was one of just 31 examples sent to the United States. It left the factory painted in silver with a blue velour interior and powered by a four-cam racing engine. It was sent to Reynold C. Johnson's Porsche Car Pacific, the official Porsche and VW distributor that had served Northern California, Nevada and Utah since 1954. Shortly after its arrival, it was sold to local Porsche dealer and racer Don Wester of Monterey, California. Wester had been driving Porsche vehicles since the early 1950s while stationed in Europe with the Air Force. When he returned to the US, he attended the General Motors Institute and drove a 1954 356A Coupe as his 'daily driver.' Just two short years later, he began racing seriously, with his fist win at Elkhart Lake in 1957 while piloting a Carrera Speedster.

Wester later moved to Monterey and opened a Porsche and VW service shop before he - along with his brother - established Wester Motors on Del Monte Avenue. Later, he was invited by the Porsche factory to co-drive a Carrera Abarth at Sebring with Bob Holbert.

The Porsche 904 had sleek, fiberglass bodywork, a Formula One-derived suspension, a high-output four-cam engine, disc brakes, and a new five-speed gearbox.

Wester's first outing with the Porsche Car Pacific 904 took place on April 12th of 1964, at the 45-minute feature race at Vacaville. It wore number 60 and was equipped with American Racing mag wheels. Wester and his new Porsche led the entire race, until the car was pushed too hard, resulting in a spin that ended their day prematurely.

After the race, the car was made ready for future events, with modifications including an air deflector. The car was re-painted with a central stripe in yellow and black - colors that Wester chose as his 'racing colors.'

At Riverside Raceway in Souther California on April 26th, the car finished 7th overall and 4th in class at the USRRC Sports Race. Later in the day, Wester drove the 904 to a 4th overall and 2nd in class in the GT Race.

The following weekend, the 904 raced at Laguna Seca in the USRRC GT Race where it finished 4th overall and 1st in class.

A week later, Wester raced in the USRRC GT Championship at Pacifica Raceways in Kent, Washington, finishing 4th overall and 1st in class.

They returned to California in June for the Stockton road races. On Saturday, the car finished 2nd in the Production race behind Ed Leslie's Cobra. The next day, Wester attempted to pass Leslie for an overall victory, but made contact with the Cobra, forcing the 904 off-course and out of the race.

After the race, the car was given a new rear lid and was completely refinished in new livery, similar to the style of Wester's old RS Spyder. It was painted light yellow throughout with a center black stripe.

The car's first race in its new livery was on July 11th of 1964 at the Cotati SCCA Divisional Road Races. It raced in the A/B Production race where it placed 2nd behind Ed Leslie in a Competition cobra. The next day, Wester again finished in 2nd, this time behind Chuck Parsons' Cobra.

On August 9th of 1964, the car raced at San Francisco's Candlestick Park. Wester finished the season with the 904 finishing in first.

Over the winter months, the car was given engine and brake upgrades from the factory in preparation for another season. The first race in 1965 was on April 3rd at Contra Costa. In the SCCA regional A/B Production Race, Wester captured another overall victory, this time ahead of two 289 Cobras. Later in the day, the 904 battled in the E-Modified Race, earning an impressive 2nd place finish.

In June, it raced at the Stockton SCCA National in the 45-minute A-D Production race. Even after going off-course as a result of a brush with Jerry Titus' GT350R, the 904 managed another outright victory, even lapping all but the 2nd and 3rd place finishers.

On August 18th, the car achieved one of its most memorable victories, when Wester and the Porsche averaged 89.3 mph over the length of the race and beat Phil Hill in a Shelby Cobra and Augie Pabst in a Ferrari GTO.

The car earned another overall win at Vacaville in the SCCA National A-D Production Race. This was the last race for 904-017, and it would finish the season with Wester 3rd overall in the SCCA's Pacific Coast Division A-Production Class.

The 904 was replaced by the 906 at the end of the 1965 racing season. It was sold to Robert W. Hansen, the business manager of Porsche Car Pacific. Ownership then passed to Walter Bischoff of Stanton, California who registered it for road use and kept it until 1969. The next care taker was Bill Randle of Denver, Colorado. Mr. Randle used the car for street use and occasionally participated in local club racing. A year after purchasing the car, it was sold to Grady Clay for the sum of $6,000.

By this point in the car's history, it had been painted a light pastel blue but remained in good, original condition. Mr. Clay retained the car for 17 years. In 1987, Mr. Clay sold the car to Robert Pass of St. Louis, who later sold through Motor Classic Corporation in New York to Harry Bytzek, a Toronto-based Porsche enthusiast.

Mr. Bytzek had the car for only a brief period of time, but did use it successfully in vintage events at Watkins Glen and Shannonville. In the late 1980s, the car was traded to Dick Barbour, the famed Porsche racer an collector. The current owner purchased the car from Mr. Barbour in December of 1989.

Through the 1990s, the car was actively raced in many West Coast vintage racing events. After participating in the 1991 Monterey Historics, the car was treated to a restoration.

In 2000, the 904 was sent to Europe where it raced in the Tour Auto. After nearly a week of competitive driving, it finished in 14th overall.

Upon returning to the US, the car continued to expand its racing resume, competing in many historic racing events.

In 2011, the car was offered for sale at the Gooding & Company auction where it was sold for the sum of $1,045,000, which included buyer's premium.

by Dan Vaughan

Coupe
Chassis number: 904-083

Porsche chassis number 904-083 was delivered to French Porsche distributor, Sonauto, in Paris on April 20th, 1964. It was successfully rallied in Europe, including the 1965 Coupe des Alpes where the owner, a Mr. Barbier, came 2nd overall. With help from Porsche 'Werkswagen', from 1966 through 1968, new owner Cyr Febbraio achieved several top 10 rally finishes. The car features a number of 1965 specification changes such as an outside, center fuel filler and shorter doors with pull-up windows. Its silver livery is correct as is the French-flag-center-stripe added in 1965. The car has been entered in recent years in several European classic endurance road race events.

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Chassis number: 005

This car has the most extensive history of any racing Porsche in private ownership today. 005 was entered in all of the important races by the Porsche factory, in the years 1964-1966. Its most notable victory was the 1964 Targa Florio where it finished 1st overall, driven by Colin Davis and Count Antonio Pucci.

This car ran all of the Manufacturers Championship races in the years 1964 through 1966. It achieved many high overall placing including class wins at Sebring in 1965, Spa in 1965, and Daytona in 1966, where it won its class and finished seventh overall driven by its current owner, Joe Buzzetta and Gerhard Mitter. The car was also the European Hillclimb Champion, driven by Herbert Muller, winning every hillclimb it entered.

904-005 also won the 2-liter prototype category at the 24-Hours of Daytona in 1966 finishing 7th overall driven by Gerhard Mitter and its present owner Joe Buzzetta.

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Chassis number: 906-011

This Porsche 904-6 is one of six 2-liter 6-cylinder prototype coupes originally built as 1965 Porsche factory Werkes cars. All six of these cars were given serial numbers beginning with 906. Only four survive today. 906-011 participated in the 1965 Le Mans Trials piloted by factory driver Gerhard Mitter. That same year it finished 9th in the 1000 km of Nurburgring driven by Mitter & Davis. It achieved a 3rd at the Grand Prix of Solitude at Stuttgart driven by Herbert Linge and managed a 2nd place at Course de Cote in France driven by Mitter.

In 1968, Porsche sold this car to Vasek Polak in Southern California without an engine. It competed with a 4-cylinder, 4-cam engine in numerous SCCA competitions in A-Production and GT class at tracks such as Riverside, Laguna Seca, Sears Point, Pacific Raceways, Road America, Sebring, Daytona and Watkins Glen.

In 1985 the car went through a complete restoration by Kevin Jeanette (Gunnar Racing) and its 2-liter, 6-cylinder heritage was re-established. Since 1986 906-011 has campaigned continuously in vintage race events, including several Monterey Historics appearances, the Rennsport Reunion III and Tour Auto in Europe.

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Introduced in late 1963, the first six 904s were 'works' cars with the following 100 being identical customer cars. The 904s were built rapidly, four or five a day, to meet FIA's requirements of at least 100 to qualify as production GT cars. Porsche contracted with Heinkel, of aircraft fame. To build and wire the 904s which were Porsche's first complete all-fiberglass car. They were designed by 'Butzi' Porsche, head stylist for his grandfather's firm. 904s were robust cars capable of running 4-, 6-, or 8-cylinder engines. The 4-cylinder cars powered by the legendary Dr. Ernst Fuhrmann 4-cam engine, 904 speed, handling, and durability proved overwhelmingly successful at out-lasting their competition to become 4-cylinder 'giant killers' ordered by Porsche racing teams around the world.

In US racing, 904s took National Championships in both 1964 and 1965. In the 904's first European outing, they took a 1-2 victory in Sicily's grueling Targa Florio, a stunning achievement and overall victory for a new GT car. At Nurbrugring the 904 took 3rd overall. At Le Mans: 7th overall, and Index of Performance regarded second overall to overall victory. Through 1965, 904s were Porsche's mainline contender that finished 4-5 overall at Le Mans 1965, winning class again with one entry winning Index of Performance and the other winning Index of Thermal Efficiency as the best overall performance by weight on the least amount of fuel.

This 904, fitted with a later Type 906 6-cylinder engine, came to the United States during 1966 and was campaigned for years by Vasek Polak, noted Porsche dealer in California.

Orders far exceeded the number of production versions made, which was 106. The list price was US $7,245. The 904 marked the beginning of a series of sports cars that culminated in the dominant 917.

The 904's mid-engine layout was inherited from the 718. It was the first Porsche to utilize a ladder chassis and fiberglass body. The drag coefficient was .034 which was quite remarkable for the time.

The original 904 Coupe displaced a 1966cc motor producing 198 horsepower with a weight to power ratio of 5.4. Top speed was 160 miles per hour and 0-60 was achieved in six seconds.

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Chassis number: 904-107
Engine number: 99 111

Argued by many to be the most beautiful car ever built by Porsche, the 904 Carrera GTS was something of a reminder for the company. Leaving Formula One and focusing on sportscars once again, the 904 would be something of the ultimate track day car. Able to be driven to the track, compete, win and drive home, the car would help Porsche quickly return to its roots.

Intended for the FIA Group 3GT category, the new car would be beautifully designed, and yet, would be advanced in many respects. Plastic composites and fiberglass on a steel frame gave the car a semi-monocoque chassis. The mid-engine arrangement would be well balanced within the low center of gravity design giving the car great stability and superior handling. This superior handling would enable a smaller 2.0-liter flat-six engine to be used and the effects would be devastating to the competition.

Over the competitive lifetime of the 904 it would be better served, and easier, to list what races it had not achieved victory. Sebring, the Nurburgring, Targa Florio, Spa, Reims, Paris and many others would be sites where the 904 reigned supreme. However, Porsche would realize they were ready to make their push toward that elusive overall victory at Le Mans when the 904 earned a first through fourth sweep in class. Over the course of two years just a little more than 100 examples of the 904 would be built. It would be remarkable to consider the achievements those few numbers reached.

The 904 couldn't last forever, despite its huge success. Still, how could such a successful car be brought to an end when it is still widely competitive? This was the dilemma Porsche faced in 1965. They had the new 906 and it was proving just as capable. Nevertheless, production would begin on the second series of the 904 Carrera GTS.

At the last moment, those within the company would make the difficult decision to cease production of the 904. All in all, just four of the 'Series 2' specification 904 GTSes would ever be built. 904-107 would be one of them.

Completed in 1965, 904-107 would be the penultimate example of the four-cylinder models. It would be shipped to Iceland with its special upgrades, which included a center-filling gas tank, reinforced chassis, newer brakes, plastic pull-up side windows, short doors and that lovely 'Kamm-like' backend.

Following its trip to the north Atlantic, the 904 would return to Europe and end up in West Germany until it made its way to the United States and an amateur racing driver Dr. Carl Armstrong who was from Toledo, Ohio. He would travel to New York City where he would pick up the car and promptly drive it all the way back home.

Throughout 1968, Armstrong would compete very successful with the car. He would earn a couple of victories at Waterford Hills in Michigan and would also come away with a number of podium finishes at races all throughout the region.

Racing is not for the faint of heart. Nor is it for those that shy away from some tough struggles. This particular car would suffer some damage and would need its transaxle fixed. There would also be instances of trouble with the flywheel and the rather troublesome head gasket failure on the four-cam engine. Nonetheless, the car would continue to fight and perform well. Then, in 1969, Armstrong would purchase a 906 and would no longer have any use for his 904. At this time he would sell the car to Robert Fergus, the owner of Midwest Volkswagen located in Dublin, Ohio.

Though refinished in a white with yellow trim, the 904 would not stay with Fergus long. Instead, the car would venture south to Alabama where it would become the property of George Reilly. Reilly would install a correct 904 transmission. He would then replace the engine using a 911S engine as a substitute.

The Porsche would remain with Reilly for some three decades. Then, in 2001, Reilly would reinstall the original engine in the car and would offer it for sale where Cal Turner would become the car's proud new owner. Sadly, the original engine would seize on Turner during an event at Summit Point. The engine would be replaced with a 911 engine and the original would be sold separately to Lothar Hoess. The car would end up passing on to another owner before it made its way to DK Engineering in 2005. At that time, the car would undergo restoration whereby as much as possible of the car's original equipment would be spared.

Though the engine would be gone, most of the rest of the car would remain highly original. From its shafts to its wheels and gas tank, 904-107 would be nearly as original within as without. It remains as such to this very day.

Offered as part of RM Auction's 2015 Scottsdale event, the 1965 Porsche 904 Carrera GTS, chassis 904-107, wouldn't just be a shell of its former self. Inside and out, 904-107 is a trip back in time. What's more, it would come with a 1964 Type 587/3 904 engine. Listed as a spare, the engine helps, and is ready to complete a package that was the very epitome of success and rarity.

Pre-auction estimates for the Porsche 904 would range from $1,500,000 to $2,000,000.

by Jeremy McMullen

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Chassis number: 064

Originally sold to Jeff 'Seep' Greger. He raced 904-064 with great success in the 1964 and 1965 European Hill climb Championship.

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Chassis number: 904-057
Engine number: 99053

The 904 Carrera GTS featured a Type 587/3 four-cam, five-speed transaxle, four-wheel disc brakes, fully independent suspension, and a lightweight fiberglass body.

This example was completed in February of 1964 and was originally delivered to Fernandez in Signal Red with blue upholstery. It came equipped with Sebring exhaust, crest hubcaps, and the standard, Nürburgring-ratio 904/0 gearbox. Fernandez campaigned the 904 in a variety of Spanish events, including rallies, circuit races, and hill climbs. On many occasions, his car finished 1st in Class or won the race outright. On March 1, 1964, the Porsche was entered in the Carrera Cuesta Mayolan and driven to 1st overall. Later that month, he placed 2nd overall and 1st in GT at the Rallye Basco Navarrais. In April, Fernandez captured a 1st in GT at Rallye R.A.C.E., an overall win at Carrera Cuesta de Montserrat, and set a new record during his class-winning run at Bergpreis Montseny. The Rallye R.A.C.E. and the Bergpreis Montseny counted toward the European Championship.

In May, the car finished 2nd overall at Rallye R.A.C.E. Vuelta España and scored an outright victory at Carrera Cuesta a Vallvidrera. Class wins were achieved at Rallye Vuelta a Catalunya and the Grand Prix of Madrid, along with outright victories at Carrera Cuesta Sant Cugat Tibidabo and Carrera Cuesta Sant Feliu de Codines.

The following season, Fernández continued to race chassis 904-057. In March, he won the GT class at Rallye Vasco Navarro and took 1st overall at Bergpreis Montseny. In April, Fernández and the 904 captured another win at the Rallye R.A.C.E. and the following month he finished 2nd overall at the Grand Prix of Vallelunga.

During Fernández racing career with 904-057, he competed in 39 separate circuit races, rallies, and hill climbs. After Fernández career with the car was over, it was returned to the factory and was reportedly sold to German industrialist Alfried Krupp.

In late 1967, the car was sold to Daniel P. Boyd, PhD. and exported to the United States. The car arrived on September 2nd of 1967, with approximately 5,650 km on the odometer. During his ownership, the car was refinished in Bahama Yellow and used on road use, but never in competition. On February 10, 1971, Jonathan Wort purchased the car from Dr. Body. Shortly after taking delivery, he refinished the bodywork in silver, with a Navy-themed dark blue hood and yellow stripe. In 1977, Mr. Wort had the original engine sent to Jim Wellington of Rennsport Werke for a complete rebuild.

In 1982, Porsche sold the car. The sale was brokered through Stephen Yanoshik's Hopewell Motor Imports, Inc. in New Jersey. It was sold to Robert J. Smith of St. Louis, Missouri. While in his care, the car was sympathetically restored. In 1988, the engine was sent to Jim Wellington for a tune-up.

The car remained in Mr. Smith's stable until 1989 or 1990, when it was sold through Daniel Schmitt to a collector in Texas. The car returned to Europe in the 1990s and was kept in a private collection near Wiesbaden, Germany. From there, it was sold to the Blackhawk Collection and later made a public appearance at the Blackhawk exhibition at Pebble Beach.

The current owner has returned the car to its original racing livery and factory delivered appearance. Currently, the car has about 21,904 km. It retains its original chassis, bodywork, engine, correct hubcaps, and gearbox. Rare features including the proper 904 air box, date-coded wheels, factory velour seat material, period Repa harnesses, and a catch mat. It has the original 110-liter fuel tank, and the correct 904-specific rear Porsche script.

by Dan Vaughan

Coupe
Chassis number: 904-026

Ferdinand A. 'Butzi' Porsche was tasked in 1962 with designing a new two-seat competition coupe that could be driven on the track or the street. It was to have a mid-engine chassis configuration which had proven so successful with the racing department's lightweight spyders. Porsche hoped their new six-cylinder Type 901 engine would be ready for the new mid-engined coupe to run at Le Mans, but they were not convinced that the new engine would be properly tested and tuned. Most 904s were powered by the Type 547 (1.6 liter) and Type 587/3 (2.0 liter) Carrera four-cylinder motors. By the end of production, the 904's were given the 2.0-liter 901 flat-six.

The 904 GTS was introduced in early 1964 and would be very successful, scoring victories at Sebring, the Targa Florio, Spa, the Nürburgring 1000 KM, the 24 Hours of Le Mans (a 1-4 class sweep), the 12 Hours of Reims, the Coppa Inter-Europa, the Tour de France, the Bridgehampton 500 KM, and the 1000 KM of Paris.

This example, chassis number 904-026, was originally delivered to Porsche dealer Rittersbacher in Kaiserslautern, Germany, on 19 February 1964. It came delivered finished in Silver Metallic with blue upholstery and was fitted with safety seat belts and a sport exhaust. In April, Fritz Leinenweber, of Pirmasens, purchased the Porsche.

The first outing for this car was at the Hunstrück Bergrennen Revival on 19 August 1964. He won the GT class, posted the day's best overall time, and set a new hill record. This was followed by two more 1st in class wins, one at Bergrennen Happerg and the other at Course de Côte d'Urcy, France.

On September 13, at Bergrennen Luxemburg, the car scored its fourth consecutive class victory, which was complemented by a 5th overall at the Course de Côte Merveilleuse the following weekend. The next event the car competed in was at the Bergrennen Viaden, in Belgium, in early November, where it earned a 1st in the GT class. The final event in the 1964 season was the Bergrennen Taubensuhl, which was held later in November, and it resulted in another overall victory and new course record.

The 1965 season began well for the car, with a 2nd in class and 4th overall at the Bergrennen Kautenbach. After this outing, the car was sold to Michel Weber, who had previously raced with the Signal Red 904-029 during the 1964 season. The first outing for Weber with 904-026 was at the Bergpreis Bad Neuenahr, which resulted in a 1st in class. A month later, the car raced at Taunus, where it finished 3rd in class. This was followed by three consecutive class victories in the following meetings, which took place at Bergrennen Eberbach, Sudelfeld-Bergrennen, and Spessart-Bergrennen.

On June 13, at the Alpen-Bergpreis Rossfeld, Weber finished 5th overall and 2nd in class. Two weeks later, at the Olympia-Bergrennen Axamar Lizum in Austria, 904-026 won 1st in class and 1st overall. It is believed that prior to this race, Weber slightly fared the rear arches and installed wider rear wheels and tyres.

In August of 1965, at the Bergpreis Freiburg-Schauinsland, Weber won the GT class and gained points in the European Hill Climb Championship. The following meeting was held at the Bergrennen Ratisbona where Sepp Gregor and Weber set identical times, resulting in a tie for top honors. A week later, Weber took an overall victory and gained another track record at the Hunsrück-Bergrennen Revival.

The final event of the 1965 season was held on November 1, 1965 at the Bergpreis Rhön. As the checkered flag dropped, it was three 904s claiming the top three spots, with Weber and 026 taking the outright victory. At the close of the season, Weber finished in a three-way tie for 1st place in the German GT Hill Climb Championship, alongside Reinhold Joest and Siegfried Spiess. Due to the displacement handicap regulation, Spiess was awarded the championship.

For the 1966 season, Weber's first outing with 026 was the 1000 KM of Monza, which took place on April 25th. For this event, Weber teamed up with Jochen Neerpasch. With the turn of the year came the end of the three-year GT class homologation of the Porsche 904, which meant the car was forced to compete in the sports car field against very tough competition. The car qualified well but unfortunately was forced to retire prematurely due to engine problems. After this event, Weber made the decision to trade in the 904 for an ex-Works 904/6.

The next owner of the car is believed to have been Armando Capriles, of Venezuela, who purchased the car through Porsche in 1966. Alfredo Atencio and Armando Capriles raced with the car during 1966 and into 1967 at events in-and-around Venezuela. The next owner is believed to have been Flavio Espino from Caracas. He raced it at Road Atlanta in October of 1972. By the time of Road Atlanta race, the car was now powered by a six-cylinder engine, which had presumably been fitted after the engine issue Weber had encountered at Monza in 1966.

Harem Cruz of Caracas Venezuela advertised the car for sale in an issue of Road & Track for $8,500. By this time, it had been given a new factory four-cam Type 587/3 engine (number 99 099). Harem Cruz sold the car in August 1973 to Jim Wayman, of Hawaii. Mr. Wayman had the car painted Ruby Red. He then advertised the car for sale in Panorama, with an advertised asking price of $15,000.

By December of 1975, the car was in the care of Bill Steen in Shreveport, Louisiana. The following year, it was sold to John Robbins, of Omaha, Nebraska. Mr. Robbins had the correct pedals, taillights, and front indicator lights re-fitted to the car. Various other minor modifications were made to the car. After the work was completed, it was used as a road-going car.

In 1986, the car was purchased by Mark Chmar, of Rittermark Porsche in Savannah, Georgia, and then it was offered for sale through Nick Soprano, eventually taking residence with Raymond Perroud, who returned the Porsche to Continental Europe. The car would remain in Perroud's collection for nearly two decades before being sold to the previous Swiss owner. During this ownership, the car was completely restored. The work reportedly cost $800,000, on the full restoration and preparation.

The current owner has campaigned the car at the 2012 Silver Flag event in Vernasca, where it won the prize for the best GT-category car. The car received a new FIVA Identity Card in April 2014, and in May 2014 it was shown at Villa d'Este.

by Dan Vaughan

Coupe
Chassis number: 904-042
Engine number: 99156

Porsche ended its Formula 1 program at the end of the 1962 season, freeing up the German manufacturer's limited technical resources and expenses. Their attention was turned once more to sports car racing as a means of marketing and improving its road car range. During the early 1960s, the 356-based Abarth-Carreras had been the team's weapon in international GT racing, but an entirely new design was required to keep pace with the growing opposition.

In order to comply with FIA homologation requirements, a minimum of 100 road-usable cars were to be built. The Type 718 RSK had a complex spaceframe design making it an unlikely candidate for the production requirements.

Dr. Hans Tomala, Porsche's Technical Director, had been inspired by Colin Chapman's Lotus Elite and its fiberglass body/chassis. It had proven the potential of composite materials for structural rigidity and its lightweight features. The fiberglass construction for the bodywork was used in the new Type 904, making it the first Porsche model to use this technology. The fiberglass bodywork bonded to a boxed steel chassis weighing just 650 kilograms (1,433 lbs). It offered aerodynamic qualities that permitted higher top speeds than were possible with earlier Porsche sports racing cars.

The suspension and engine were bolted directly to the steel structure. This setup reduced the transmission of vibration and noise to the passenger compartment. The body was designed by Ferry Porsche's eldest son, 'Butzi' and was manufactured by the Heinkel aircraft company.

The 904 was powered by the 356 Carrera 2 Type 587 2.0-liter four-cam, four-cylinder engine. Work on a new Type 901 six-cylinder road car was progressing at the same time as the 904, yet it would not enter production until 1964 as the 911. However, the 904's engine bay was made big enough to accommodate it, as well as the 2-liter version of the F1 flat eight.

In road-going guise, the 587/2 offered 155 horsepower. With the full racing exhaust system installed, it offered 180 horsepower. The engine was mated to a five-speed transaxle which incorporated internals developed for the 911's transmission, but with a different casing.

The 904 made its official debut in November of 1963 and was actively campaigned by privateers and the Porsche factory racing team throughout the mid-1960s. During that time, the Type 904 captured over 300 class wins and 145 overall victories in international competition.

This particular example is chassis number 042. It was completed in March of 1964 and finished in Silver Metallic with blue velour upholstery. It is one of 24 Porsche 904s that were exported to the United States that year. The car's original owner was Knute Qvale's Riviera Motors in Portland, Oregon, the Volkswagen-Porsche distributor for the region.

The car was prepared for racing at Qvales dealership under the direction of Robert Rosetta and Gunther Knapp. Gary Wright and Mike Eyerly were entrusted with the driving duties. During the 1964 racing season, both drivers secured several wins and podium finishes at Portland International Raceway, Westwood, and Kent.

In preparation for the 1965 season, the car was fitted with a racing update kit purchased from Porsche. The package included a new 587/3 engine (numbered 99156) with three-dot cam lobes, megaphone exhausts, and a Le Mans-spec high-speed engine sump bypass system. At this time, the Porsche also received a new tail section from Porsche and a set of gusset plates.

The car was raced through July of 1965 by Mike Eyerly. It was then sold to Pacific Northwest racer Wade Carter who raced it in local sports car events. Carter placed 5th in the SCCA's Pacific Coast Championship with the 904 in 1965. He won both the Oregon and Northwest SCCA Production Championships in 1966. He even continued to race the car into 1967, winning two races at Kent.

The car was offered for sale in April of 1967 and was listed at $6,000 or trade toward a new 906. It was purchased by Bruce Much of Glendale, California who used it as a road car. It was sold in the late 1960s to Richard Radt of Kalamazoo, Michigan. In 1973, Maitland Combs of Birmingham, Michigan, acquired the Porsche. Around 1980, it was sold to David Cohen who kept it in the United States and stored it at a restoration shop in the Southeast.

Jeffrey Keiner of Orlando, Florida became the car's next owner, acquiring it around 1983. While in his care, it was given a complete restoration, including refinishing the car in its current red over silver livery. It was then used in numerous vintage races and concours events throughout the United States.

In 1997, it was purchased by the current owner. Since then, it has been registered in California and driven as a road car.

by Dan Vaughan

Coupe
Chassis number: 904 046

The 904 was produced because Porsche needed a new instrument to continue winning two-liter Grand Touring Championship races for the 1964 season. Regulations dictated a 100 unit minimum production. This worried Porsche since never before had the factory sold more than 35 or so of any single race car. Therefore, the 904 was designed to be streetable as well.

The 904 was designed under the watchful eye of Porsche's eldest son Butzi. The fiberglass body was bonded directly to the sheet metal chassis side rails. Other designers were inspired by this design and there are instances where it was copied on other vehicles.

The car is powered by a two-liter (1966 cc) flat-four cylinder engine mounted midship developing 180 horsepower.

Porsche 904s took on Ford, Ferrari and Abarth at the Targa Florio and finished one-two in the GT class. At Le Mans, while five of a dozen Ferraris retired, Porsche's record with the 904 was five entries and five finishers in the top twelve.

Coupe
Chassis number: 904-109

Considered by some to be one of the most beautifully designed raced cars of all-time, the 904 GTS was one of two Porsches designed by Ferdinand Alexander 'Butzi' Porsche during his tenure as head of Porsche's styling studio (the other being the iconic 901/911). Developed simultaneously with the 901/911, the car went from concept to completion in just six months and arrived in-time for the 1964 racing season.

The basis of the design was a pressed steel chassis onto which a lightweight fiberglass body was affixed. Mounted amid-ship, in this example is an Ernst Fuhrmann-designed 200 horsepower 4-cam twin-spark-plug air-cooled 4-cylinder Carrera engine coupled with a 5-speed manual gearbox. In order to meet Group 3 homologation racing requirements, a minimum of 100 were required to be produced.

Porsche 904-109 was built as a spare chassis along with two others in 1964/65 and purchased by southern California Porsche dealer Vasek Polak. Chassis 109 was then assembled with a proper 587/3 engine so as to qualify for SCCA races. 904-109 then passed through a succession of owners. One of them had the car reconditioned and installed a 911 racing engine. The car was vintage raced in that configuration. The current owner purchased the car and commissioned a total restoration to include the installation of a proper 587/3 engine.

Coupe
Chassis number: 904-078

During 1963, Porsche was focused purely on building a successful racing sportscar for the FIA-GT class; the result was the Porsche 904, which debuted for the 1964 racing season. Just 106 examples were built using a ladder-frame chassis and lightweight fiberglass body. The car was powered by the 1,966 cc Type 587/3, four-cam flat four-cylinder engine, producing 180 horsepower that could propel the little car to a top speed of 160 mph. The 904 marked the beginning of a series of fiberglass sportscars that culminated in the dominant Porsche 917. This design is still widely considered one of the company's most beautiful.

Andrea Vianini acquired 904-078 from Porsche on April 13, 1964. Within two weeks of receiving it, Vianini and co-driver Bruno Deserti competed in the April 26th Targa Florio as car #94, running in a strong 6th place before withdrawing from the race due to mechanical issues. Two weeks later, Vianini and Nasif Estefano ran the 1000 Kilometers of Nürburging running as car #63 finishing 10th overall and fifth in the GT2000cc class. Vianini entered the 12 Hours of Reims run from midnight untill noon in July, where with Estefano the two won the GT2000cc class and finished fifth overall. The Ingram Collection is the third owner of this special 904 with just 10,000 documented kilometers from new and in original condition.

Coupe
Chassis number: 011

Porsche withdrew from Formula 1 racing at the end of the 1962 season due to high costs and to focus sports car racing. Their first post-F1 sports car remains a coveted gem. The Porsche 904 debuted late in 1963 and was designed by Ferdinand 'Butzi' Porsche, the man who also designed the landmark 911. The 904 was Porsche's first fiberglass-bodied car. A total of 106 were built.

This 904 was the first one sold to a customer. It was raced by Otto Zipper's Precision Motors of Beverly Hills, CA dealer team. Its first race was the 1964 12 Hours of Sebring and it was driven by future Formula 1 racers Ronnie Bucknum and Richie Ginther. It raced 12 times in 1964 racking up class wins at Riverside, Santa Barbara and Willow Springs for driver Scooter Patrick and was the cover car for the July, 1964 issue of Road &Track magazine. In 1965 it logged five more class victories including a class podium behind two factory entered 904s in the 'monsoon edition' of the 12 Hours of Sebring, a class victory in the national championship USRRC events at Laguna Seca and Pacific Raceways plus a second overall, the best USRRC finish ever for a 904, in the Riverside national championship race.

Coupe
Chassis number: 904-003
Engine number: P99120

With the well-proven 356 GTL Carrera-Abarth having served formidably for three seasons, pressure from the imminent arrival of the two liter Simca-Abarth meant that Porsche was going to have to raise the stakes for 1964. Early in 1963, 'Butzi' Porsche's engineering team finished a full-size model of the internal project number 904 and although used already on body panels for their Grand Prix car, this was the first time Porsche had intended to use fiberglass on a sports car. In typical Porsche fashion this relatively new material was put to additional use on the 904 and was employed to strengthen torsional rigidity by bonding the body to the ladder frame steel chassis. Not only was this fiberglass body of benefit structurally and in terms of weight saving but it was also cost effective. Rather than undertaking this aspect in-house, the fiberglass bodies were outsourced to Heinkel Flugzeugbau, an aircraft parts supplier. The slippery new design was a low-slung, enclosed two seater and using all of their experience, Porsche created a formidable technical specification to ensure that the new race car would provide exceptional handling characteristics. Indeed thanks to the front-mounted fuel tank, weight distribution was a 48/52 balance front to rear when full and 42/58 when empty.

At the same time as the 904 was evolving so was an all-new six cylinder engine and competition application was inevitable given where the design was coming from! However, it was clear that this would not be ready in time for the 1964 season thus Hans Meyer (from the Grand Prix project) was deployed to entice more power from the existing four cylinder Carrera engine used to formidable success in the preceding 356 GTL Carrera-Abarths. Designated Type 587/3, this final evolution of the two liter, four cam, four cylinder powerplant now produced a very healthy 180bhp at an ear-piercing 7,200rpm. The engine was mated to an all-new five speed gearbox (Type 901) and with a dog-leg first gear, it displaced power via a ZF limited-slip differential. Inside the svelte 904, the seats were located in a fixed, non-adjustable position thus Porsche designers gave the driver the opportunity to adjust the pedals to three separate locations and the steering column was also telescopic and adjustable to suit.

In order to homologate the car, Porsche had to build a minimum of one hundred examples, therefore they needed to fill the order books quickly so to ensure the new 904 could tackle the premier sports races right from the start of the 1964 season (the cut off date being March 31st.) Heinkel Flugzeugbau produced the bodies which were painted, wired and plumbed for fuel and oil tanks at a rate of two per day and the deliveries started arriving at Porsche in November 1963. Meanwhile in Zuffenhausen, using the brand-new factory which had been built for production of the Type 901 coupe (of course later forced to be renamed 911), Porsche built one 904 per day. As expected, the 904 proved to be an outstanding race car and in 1964 alone a 904 came first overall (humbling machinery with far greater displacement!) in the Targa Florio and it recorded class wins at Le Mans 24hrs, Sebring 12hrs, Nürburgring 1,000km, Spa, Rheims and many more in both factory and private hands.

True to form, Porsche built three prototypes as factory development test-beds to iron out any obvious flaws prior to owners taking delivery, and the example we offer here is the third produced. Visually different to the production models it features grills rather than eared vents on the rear bodywork, squared-off doors, does not have fog lights or (easily visible) brakeducts and had a narrower 'mouth' at the nose of the car. This distinct 904 was used by Porsche for the official 904 press release at Solitude and was featured in the February 1964 edition of Car & Driver magazine. Suitably impressed, the author commenced his write up by stating, 'The Porsche factory has another winner in the two-liter Carrera GTS, or Type 904.' Also acknowledged was the chassis and suspension layout and in the statistics section, this (previously-noted) assumption was well founded as Car & Driver noted performance figures of 0-60mph in 5.7 seconds with a quoted top speed of 162mph.

Once 904-003 had served its term at the factory, it was sold to a gentleman in the US by the name of Robert Hess who used it as an exhilarating road car. In due course 904-003 found its way to Guatemala where it resided until its then owners' passing and in the late 1980s it returned to American soil when it was acquired by Weldon Scrogham of B&W Motorwerks Ltd in Waynesboro, Virginia, and was more recently purchased by the current vendor.

Overall condition of this uniquely-styled 904 is handsomely original particularly to the interior where the sun-bleached blue velour seats have aged with grace. A refurbished wood-rimmed, three spoke steering wheel dominates the drivers' area and the dashboard is in fine order. The fiberglass body and tub are in very good order, there appears to be no evidence of prior repairs and paint finish is very nicely presented. Though not driven, upon inspection the engine certainly ran well, was 'on the button' and the loud, clean exhaust note raised hairs on the back of this cataloguer's neck!

This distinctive 904 is the only prototype that retains the same visual profile as it did when used by the Porsche factory and having not being exposed to the maladies often experienced with racing, it is a pure example of the attractive, hugely effective 904 and is highly recommended.

by Christies

by Porsche

Coupe
Chassis number: 904-114 (or 904-014)

This race car was imported by Rand Porsche in Chicago in early February 1964. After passing through two owners, it was acquired by Canadian Jacques Duval in late 1964. He raced it successfully for about 2 years, most notably a second in class at Sebring in 1966. The car was severely damaged in a racing accident by its next owner in October of 1966. It was quickly repaired and raced again in both Canada and the United States by Rainer Brezinka from Toronto and then Tony Campbell from Vancouver, BC.

Beginning in 1971 the car was owned by a series of collectors until the present owner purchased it in pieces in 1975. After 40 years of on-again, off-again repairs, including all-new fiberglass bodywork, it is now alive again and is a joy to drive fast on the race track.

Coupe
Chassis number: 906-011

The Porsche 904 Carrera GTS sports car was introduced in November of 1963 and the final twelve examples were built for the 1965 season. These vehicles used a boxed steel chassis, lightweight fiberglass coachwork, a race-tuned TYpe 587/3 engine, a five-speed transaxle, and four-wheel disc brakes. Among the twelve that were built for the 1965 were a group that included several ultra-lightweight hill climb cars, knwon as Bergspyders, as well as updated six-cylinder versions of the 904 called the 904/6 or Carrera GTS6. These cars received a competition-prepared version of the new Type 901 six-cylinder engine that had been developed for the 911.

Among the accolades achieved by the 904 was a 1-2 finish at the Targa FLorio in 1964, along with class victories at Le Mans, Goodwood, Monza, Montlhery, Mugello, Nürburgring, Reims, Sebring, Silverstone, and Spa.

Just six examples were the 904/6 coupes, which made their racing debut late in 1964 at Montlhery and Monza. Distinguishable features compared to the earlier four-cam-powered 904s were large, rectangular-shaped 'elephant ear' air intakes, a centrally located fuel filler, and short doors with pull-up rather than sliding Plexiglas windows. At least two late-production 904/6s received a new shark-nose front engine, including this example.

This Porsche 904, chassis number 906-011, was constructed in late 1964 and made its racing debut at the Le Mans test weekend in April 1965. Both 906-011 and chassis 904-082 were entered by Porsche in this event, with 011 fitted with a six-cylinder engine and 082 with a two-liter, eight-cylinder Type 771 engine. The two works-entered 904s were driven by Gerhard Mitter and Herbert Linge and recorded the 9th and 10th fastest laps. Chassis number 906-011 was entered by the Porsche works team in two additional events during the 1965 racing season, including the Mont Ventoux Hill Climb in June and the Solitude Grand Prix in July. Following these three outings, Porsche retired 906-011 from competition use.

Chassis 906-011 was transferred to the sales department on January 31st of 1966. By this time, the suspension and driveline had been removed and the odometer showed a total mileage of 8,700 km. The car was sold, along with two other 904 chassis, to Vasek Polak during the winter of 1967/1968. Polak's lead race mechanic Dieter Inzenhofer (later of ANDIAL fame) prepared 906-011 for SCCA A-production racing, which required the car to be fitted with a four-cam, four-cylinder engine and have a 904 rather than a 906 chassis number. With this, the Porsche received the fictitious identity of '904-109.'

The car was entered by Polak in 1969 and raced in SCCA races at Santa Barbara, Riverside, and Tucson, Arizona, where it was driven by Don Pike. He won at Santa Barbara (his best result) and placed 28 seconds ahead of the 2nd Place finisher.

Later in 1969, the Porsche was sold to Brent Doell and Gerry Gregory of Palos Verdes, California, and they entered it in three races in late 1969 and early 1970. In the summer of 1970, it was sold to Jim Cook of Cypress, California, who raced it at Willow Springs, Sears Point, Phoenix, Road Atlanta, and Riverside. At Riverside, it was involved in a collision with a Corvette and caught fire.

After the Porsche was repaired, it was repainted Silver and wore Vasek Polak sponsorship, as Cook had entered into an agreement whereby Dieter Inzenhofer would maintain the car for him throughout the 1971 season. Racing at Willow Springs, Pacific Raceways, Vacaville, Riverside, Laguna Seca, and Road Atlanta, Cook achieved several podium finishes.

The Porsche's next owner was Dr. Jack Zimmer of Hopkins, Minnesota, who acquired it from Vasek Polak in 1972. Dr. Zimmer had it painted green and then sold it to David Sablan of Tacoma, Washington, in spring 1973. While in Mr. Sablan's care, the car was driven on the road and in PCA autocross events.

Jamey Mazzotta acquired the Porsche from Mr. Sablan in 1980 and the following year raced it at the Monterey Historic Automobile Races before selling it to his brother, Joey, who continued to expand upon its racing resume until it suffered mechanical failure in 1985. Broken, the Porsche was sold to Jeff Lewis of Southern California who commissioned Kevin Jeanette of Gunnar Racing to perform a complete restoration.

Research performed by Jeanette revealed it to be 906-011. It was then given the correct silver livery and fitted with a proper two-liter, six-cylinder engine rebuilt by Porsche specialist Jerry Woods.

Since that time, the 904/6 has been owned by several Amerian collectors and campaigned in historic races in the U.S. and Europe, including multiple visits to the Monterey Historic Automobile Races, Le Mans Classic, Tour Auto, and the Goodwood Revival. It has been exhibited at Rennsport Reunion III, Luftgekühlt 5, and was displayed at the North Carolina Museum of Art, taking part in a curated exhibition titled Porsche by Design: Seducing Speed.

by Dan Vaughan

Coupe

The 904 Carrera GTS features the four-cylinder Carrera Type 587/3 four-cam engine and Porsche's first-ever fiberglass body. Conceived to contest 1964's 2.0-liter class in the World Championship for Makes, the car proved very successful, winning the Targa Florio and becoming 2.0-liter World Champion in 1964 and 1965.

Dr. Nicholas Begovich ordered this homologated street version, taking delivery in Stuttgart in 1964. He drove it around Germany and took a lap at the Nurburgring before flying the car home to California. In 1998, Begovich drove the Porsche to the Pebble Beach Concours 50th Anniversary celebration for Porsche. In 2020, Begovich's collection of 14 cars was gifted to Cal State Fullerton upon his death. The collection was acquired by the Audrain Automobile Museum, with the proceeds of the sale going to Cal State Fullerton. This Porsche has stood the test of time and is recognized as one of the most beautifully preserved 904s in existence, having been driven on 2,998 kilometers to date.

Coupe
Chassis number: 904-066

This Porsche 904 has had four owners from new. The previous owner owned the car from 1967 until it was acquired by the current owners in 2024. It has its original bodywork and was given a full restoration that was completed in 2025 by Porsche expert Kevin Jeannette.

Porsche's range-topping sports cars have often been at home on both road and racetrack. But while today's, say, GT3 RS is a formidable track day weapon, it's still more of a road car setup for track use than the other way around. The RS is not too loud to be driven to the country club. It offers great visibility from the driver's seat. It is reliable and robust enough to be used daily.

That balance of everyday affability and potent potential is a recipe that Porsche has perfected over its sixty years of sports car manufacturing. The truly memorable Porsches, though, had that balance point shifted closer to the racing car extreme. For proof, look at the stunning Porsche 904. The 904 was sold as a road car to a few lucky drivers. Was it balanced? Impeccably so. With its front fuel tank full, the 904 distributed its featherweight mass wonderfully with only a slight (52%) rear weight bias. Was it useable? Sure. Two opening doors, four spinning wheels—what else could one really need in an automobile? Porsche made precious few other concessions to usability with this car.

Okay, so maybe the 904 wasn't the most balanced car for splitting time between track and street. But that's why the 904 is such a magical car. It was a dedicated racing machine with looks and sounds to match, and it didn't aspire to the ideal of all-around usability to which Porsche's latest supercars seem drawn. The 904 was a track car that, with hardened nerves, owners could drive to their racecourse of choice or to an antisocial night on the town. It was arguably the last real racing car built by Porsche that could legally (though not sensibly) be driven to work everyday. The 904 offered its owners the chance to experience the raw, visceral exhilaration of a sparse instrument of utter precision on their favorite back roads as well as on the track.

The story of how the 904 came to fruition is similar to that of how many of the other most exciting road cars came to be. It was produced to homologate a racing car. Porsche needed to supersede its successful 356-based racers, the Carrera Abarth and the Carrera 2, with an even more capable car to ward off looming competition from Simca, Alfa Romeo, and other tiny terrors—and the 904 was designed to do just that.

Three prototypes of the 904 were finished in 1963. The cars offered a first for Porsche: fiberglass bodies, designed by 'Butzi' Porsche, grandson of Ferdinand and designer of the iconic 911. The bodies were bonded to steel ladder chassis, creating a car that was both rigid and, at 1,433lbs, terrifically light. Those bodies were also spectacular to behold. The 904 is often, and justifiably, considered the best-looking Porsche of all time. Its uncluttered shape, with its sparing use of air intakes and lack of aerodynamic aids, was uncompromising and perfectly free of faddish gimmicks. It was pure functionality, a timeless triumph of science over decadence—and yet its low-slung proportions still announced an animalistic urgency that effortlessly seduced admirers anywhere it went. It had none of the Beetle-based flourishes of the 356 and even 911, and was a more evolved and purposeful shape. The 904 represented the visual distillation of Porsche's racing philosophy, and was the stylistic forbear of a long line of exciting mid-engined racers by Porsche.

To meet eligibility requirements for GT racing in the under-2-liter class, Porsche needed to produce 100 examples of its gorgeous 904 over the course of a year. Porsche would eventually produce 120 examples. The bulk of the production run was spoken for quickly, allowing Porsche to easily homologate the car. The road version was marketed as the Carrera GTS and not the 904, for the same legal reasons that prevented Porsche from naming the 911 the 901 as they had initially intended. Peugeot had copyrighted for its cars the use of all three-digit numbers with '0' in the middle (504, 505, 607, etc.), thus subtly changing the history of Porsche nomenclature.

A mid-mounted, air-cooled flat four with aluminum block and heads powered the 904. Behind it, a ZF 5-speed transaxle with integrated limited-slip differential sent power to the rear wheels. The 1,966cc engine produced 180bhp at 7,000rpm thanks in part to its twin Weber carburetors and four camshafts. Disc brakes, rack-and-pinion steering, and double-wishbone suspension did their parts to endow the 904 with the stopping power and handling needed to cope with its speed. A small handful of 904/6 models were produced with the new Porsche 6-cylinder engine.

Excellent drivers like Briggs Cunningham and Lake Underwood, who piloted a 904 to a first-place finish in the prototype class at Sebring in 1964, realized the potential of the car. An outright victory at the 1964 Targa Florio, a class win at Le Mans, and second place in the Monte Carlo rally were among the racing highlights. The 904 was not just a street-legal racing car—it was a successful street-legal racing car. The Porsche 904/Carrera GTS was a stunning competitor that enabled brave owners to experience the undiluted thrills of a racetrack winner on their own terms.

Sources:

Melissen, Wouter. 'Porsche 904 GTS.' Ultimatecarpage.com 15 Nov 2004: n. pag. Web. 23 Dec 2010. http://www.ultimatecarpage.com/car/640/Porsche-904-GTS.html.

Schrager, Jim. '1963 Porsche 904 GTS Prototype.' Sports Car Market 31 Jan 2007: n. pag. Web. 23 Dec 2010. http://www.sportscarmarket.com/car-reviews/german/1986-1963-porsche-904-gts-prototype.

by Evan Acuña

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.

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.

In 1964, 100 examples were produced. There was such a demand for the 904 that an additional 20 examples were produced in 1965.

by Dan Vaughan