Stories

A Porsche Collection in Moonstone

(June 26, 2025) – With a past shrouded in mystery, this polarizing color often changes its appearance and even goes by different names. And it shows up just about every day in the dreams of Porsche collector Justin Roeser of San Antonio in the US state of Texas. The color that has fired Roeser’s imagination for many years is lilac, referred to as Moonstone in the Porsche world.

Applied only to 223 cars in the 911 (G-Series), 924, and 928 model ranges worldwide in 1979 and 1980, Moonstone is one of the rarest colors to grace the exterior of a Porsche. What makes it so mysterious is that it can appear white, purple, or pink depending on the lighting and weather.

Roeser owns three of these rare vehicles: a 924, a 911 SC Targa (G-Series), and his latest acquisition, Oli, one of just nine Porsche 928 ever produced in Moonstone. For the 45-year-old US American, Moonstone has become more than just a color. The search for any traces of this rare shade has colored his life, filling him with a passion for fitting all the different puzzle pieces together, tracking down individual models, and researching the color’s origin. A journey full of adventures that occasionally feel as magical as the color itself – and take him all the way to Stuttgart-Zuffenhausen.

Love at second sight
The first time Roeser ever encountered a lilac-colored Porsche sports car – a 911 Turbo (930) from 1979 – was in a 2018 advertisement. He was thrilled. Roeser paid a visit to the dealer offering the vehicle in the US state of Connecticut. “I’d never seen the color before and immediately remembered the soft candies in this pale lilac color that I used to love as a kid,” he recalls. “But the Turbo would remain a dream, at least for the time being.”

A short time later, someone in Germany offered him a 928, which he initially refused. At that time, he had no interest in a model with an automatic transmission and preferred to look for something else in Moonstone. He awoke one morning in 2020 and saw a German dealer’s Instagram post offering a 924 in this very same color. Roeser contacted the dealer – and purchased the car sight unseen. That 924 was the first puzzle piece in his collection, but by no means the rarest. Of the 223 vehicles in Moonstone, 196 of those are 924 models.

Two years later, Justin Roeser discovered a classified ad in Germany featuring a lilac-colored 911 SC Targa for sale that had once roamed American roads. He pounced on the opportunity, in large part because it seemed to be one of the earliest models in his favorite color. The car had been built in 1977, when Moonstone was still a special request and not yet a standard color. There’s also the fact that a 911 in Moonstone is much rarer than a 924, as only 18 models were delivered in that color at the time. The puzzle pieces fit together, with two of the three existing Moonstone models now in his garage. But for Roeser, the search was far from over.

Then in early 2023, he crossed paths again with the same 928 featuring an automatic transmission. Roeser, who had since turned his hobby of locating interesting cars into a career, contacted a mechanic in Germany who could help him find a special limited-edition model, “30 Jahre 911” (30 Years of the 911), also known as the “anniversary 911,” for a customer. During their conversation, he also asked the mechanic to get in touch with him if he were to ever come across the lilac-colored 928. The mechanic promptly informed him that he knew the vehicle and its owner. It was love at second sight, and Roeser pounced immediately, finally adding the third piece of the puzzle, one of just nine lilac-colored 928, to his collection.

In search of the origin story
Nearly one and a half years later, in August 2024, Roeser traveled to Germany’s Ruhr region to pick up Oli, which is what he calls his latest acquisition. “You don’t find the car. The car finds you,” says Roeser, deep in thought. He leaves little to chance. In fact, he very deliberately chose the name Oli, inspired by the name of the 928’s previous owner, Oliver, as well as Oscar-winning director Oliver Stone, whose last name reminds him of the word “moonstone.”

Because he wanted to learn even more about the rare color, Roeser decided to embark on his first big journey with Oli, 10,000 kilometers across Europe. “Everyone thinks I’m a nerd,” says Roeser, who once worked in the shipping industry, laughing at himself. “But this color gives me such a good feeling. The search itself is so exciting. Finding new stories again and again is what drives me.” Like a journalist in search of a big story.

Roeser’s first stop after picking up the 928 is the Porsche Museum in Stuttgart-Zuffenhausen, where Vlasta Hatter has been waiting for him, so that the two of them can travel back in time. The designer was a member of the Porsche team that created the exterior color Moonstone in the 1970s. Hatter was also responsible for creating the design icon Pascha, a black and white seat pattern inspired by the checkered flag waved at the finish line in motorsport racing.

Roeser can hardly wait. Over the years, he’s invented all sorts of theories about how Porsche came up with such an extraordinary color, often discussing them with friends. Early on, he’d only ever known the color as Moonstone and was unaware that it had a different name in German, “Flieder.” Now he has the opportunity to ask the woman elegantly dressed in black and white himself.

“The inspiration came from the lilac plant (“Flieder” in German), which you can see everywhere in May,” explains Vlasta Hatter. “It has different colors, and we opted for this lighter shade after producing different prototypes.” During the development process, she prepared special inspiration boards featuring clippings from fashion magazines, materials such as wood, metal, and imitation leather, carpets, and different sources of inspiration from fashion, the furniture industry, and architecture. There’s a reason why the mysterious color looks so different depending on the lighting. “It wasn’t a metallic paint. Instead, we used pigments that are no longer allowed today. They’re responsible for this effect. It really was a very special color.”

– Vlasta Hatter, who worked for the Porsche Studio from 1976 to 2008

Despite all the effort made by the man in charge at that time, Anatole Lapine, and his design team – for example, the English name Moonstone, which was more interesting than just “Lilac” and was supposed to recall the gemstone – the color wasn’t very well received by the sales team and customers. There was very little advertising, and the color was apparently out of step with the time. “Whenever something new shows up, it takes time for people to understand it. But 50 years is a little long,” says Hatter and laughs. However, the Chairman of the Executive Board at that time, Ernst Fuhrmann, was ahead of his time and drove one of the first models before the color was even incorporated into series production.

Moonstone would likely be a bestseller today. In fact, Pantone named the shade, which it refers to as “Very Peri,” a trendy color in 2022. The company is responsible for creating a globally standardized color system to ensure consistent color reproduction in design, printing, fashion, and other creative fields. Porsche’s current Paint to Sample color Moongem is inspired by the Moonstone of the past. And even when developing the color Provence, which premiered with the all-electric Macan, the designers looked to the archive for inspiration.

“I got goose bumps when Vlasta Hatter showed me the picture of the lilac plant. You imagine how it might’ve been. And then the woman who developed so many amazing colors with her team explains what it was really like. Meeting her was both moving and surreal at the same time.”

– Justiin Roeser, Porsche collector

Across Europe
The visit to the Porsche Museum is the perfect start to Roeser’s personal Moonstone journey. The next stop is for a get-together with another lilac-colored 928 and its owner near Nördlingen, almost 100 kilometers east of Stuttgart. Locating the color twin required detective work. In a photo, he discovered the name of a workshop in small writing on the license plate. The first decisive hint. Roeser was able to make contact – and is now standing before the two lilac-colored 928. It’s just about impossible to differentiate between the two as, despite the multifaceted color nuances, the cars shimmer just the same on today’s drive.

Roeser embarks on the next leg of his journey to Deutsches Fahrzeugmuseum (German Vehicle Museum) in the Upper Franconian town of Fichtelberg, where he comes across another vehicle in Moonstone, a 924 Turbo. During the drive through Bavaria, he travels to Grossglockner mountain, the town of Zell am See, and then on to Vienna, through Croatia and across the Adriatic Sea by ferry to Italy for a drive down the coast. Oli calls it quits at the seaside resort city of Rimini for the first time and refuses to start up. Roeser is initially at a loss.

But during the unplanned stop, he learns from people he’s just met that there’s a MotoGP race going on just a few kilometers away. Taking advantage of this opportunity, Roeser decides to go to the race and turn the brief interruption in his journey into something positive. “Shortly thereafter, it became clear that one of the ignition cables was responsible for the breakdown,” he explains. “I was able to repair it myself. And for me, it felt like the ignition cable quite literally brought back the spark between us – our connection. As far as I’m concerned, cars have a soul.”

After that, he joins a group of acquaintances in France, who are driving their very own “Croissant Rally” along narrow country roads, covering a distance of 300 kilometers in one day. “That was probably the best day on the road I’d ever had,” gushes Roeser. The days pass by in a flash, the 928 covers kilometer after kilometer, Roeser meets new people and, more importantly, he develops an intensive relationship with the 928, quite possibly the last puzzle piece in his collection.

Has his search for Moonstone come to an end? Or has the journey itself been half the fun? “I don’t know how much more digging I can do. I found the origin story – the lilac plant – in the conversation with Vlasta Hatter,” says Roeser. “But this special connection remains. So it’s probably no coincidence that Moonstone was launched the year I was born, which was 1979.” As far as Justin Roeser is concerned, it was meant to be.

Text first published in Christophorus Magazine, issue 414.
Author: Bianca Leppert
Photos: Kevin McCauley

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG. Please contact newsroom@porsche.com for further information.

The Early Birds of Hakone

(May 16, 2025) – British photographer and author Mark Riccioni is deeply rooted in Japanese car culture. On his latest visit, he meets up with a special group of Porsche enthusiasts southwest of Tokyo: the Early Morning Hakone Runners. They regularly get together early in the mornings in their sports cars and drive to the mountainous region of Hakone to enjoy the empty serpentine roads – and the spectacular backdrop.

For a city that famously never sleeps, Tokyo certainly seems to be taking a nap right now at 2:45 a.m., its eerily quiet streets still bathed in artificial light. The only people active at this hour drive taxis or work on nighttime construction sites. And while they’re counting down the minutes until knock-off time, I head for the city of Hiratsuka, about an hour south of the capital, where I’m meeting up with a small group of Porsche enthusiasts intent on enjoying this peace and quiet in the early hours.

As I pull into the parking lot at 3:45 a.m., still feeling somewhat groggy, I can already see them off in the distance. Eleven colorful sports cars and their owners are raring to go and kick off the day in an extraordinary way. That’s because the Early Morning Hakone Runners pursue a special hobby: They regularly explore the region at sunrise, which offers some of the most breathtaking routes in the country.

Steeped in spiritual significance, the Hakone region in Kanagawa Prefecture boasts spectacular scenery, which will soon rise before us at the foot of Mount Fuji. With its iconic red torii – the traditional Japanese gate built on the shoreline – Lake Ashi has been a holy site of Shinto worship for more than a thousand years. But today, the region is also popular for something else: its winding and varied roads that make the heart of every driver beat faster.

The fascination of Japan
But this particular story doesn’t start this morning. I first caught a glimpse of the Porsche group back in 2021 – and was immediately electrified. Through a little bit of luck, a few messages on social media, and a mutual friend, I get to meet them in person today for the first time. With my photography equipment in tow, I join the convoy brimming with anticipation – even if only in a rented 600 cc “kei car,” a Japanese minicompact vehicle.

The island state in the Pacific has long been a fascination of mine – way before I’d ever picked up a camera or stepped on a plane to travel east. In the mid-1990s, racing games like Gran Turismo and Need for Speed sparked my passion for Japanese car culture. But as I grew older, that fascination soon became more of an obsession. The Japanese term Otaku refers to a young person who is so obsessed with a particular aspect of popular culture that they devote themself heart and soul to it. A term that I can identify with after all my visits to Japan – and that makes even the most die-hard car fans feel a little more normal.

And there’s no shortage of those in Japan. With nine million vehicles produced annually, Japan is not only the third largest producer of vehicles globally, but its economy remains absolutely dependent on cars. The automotive sector accounts for nearly 90 percent of Japan’s manufacturing industry and employs around 5.5 million people. And that doesn’t even include the countless specialized workshops, car tuners, and racing teams in the country. With such a universal appreciation of the motor vehicle, it’ll come as no surprise to learn that Japan is also home to some of the most passionate Porsche enthusiasts the world over. Individuals like Mauana Ishida, the proud owner of a Porsche 911 (930) Turbo he dubbed the “72 Outlaw” – and the real reason I’m standing in the Hiratsuka PA parking lot at 3:45 on a Saturday morning.

A fateful encounter
I first saw Ishida’s 911 Turbo back in 2021. Japan was still locked down amid COVID, and any visitors required a visa to enter – something I’d gained through working at Fuji Speedway. Early one morning, just before sunrise, I was driving through the area of Hakone, expecting to be the only person far and wide, when Ishida blasted past in his striking light-yellow Turbo. Behind it was a train of other Porsche models: 911 cars of the 964 and 991 generations, 718 Spyder and Boxster models, and even a 911 SC (G-Series). 

Before I could stop and grab my camera, the group had disappeared. And it was only months later that I’d spot Ishida’s Turbo again – this time in a photo of an event in Yokohama on a friend’s Instagram page. But for me, it was more destiny than coincidence. How likely are you to come across this dream car in the deserted Hakone region in the middle of the night and then see it again through a mutual friend?

I came to a decision. If I had the opportunity to get in touch through my friend, I would meet up with the group and their vehicles in person. And I was lucky! My friend quickly connected me with Ishida. And so I find myself today in the Hakone region’s spectacular nature, surrounded by fascinating vehicles and people who welcome me with unbelievable warmth.

Ishida’s group consists of people with mostly time-consuming and responsible jobs, many of them parents. Free time is a scarce commodity for all of them. Early-morning drives are therefore ideal for the Porsche enthusiasts. What first spawned as an idea off the back of COVID restrictions has now evolved into a group tradition throughout the summer months. “As you get older, it’s difficult to make regular plans with friends due to responsibilities,” says Ishida. “But if you can start in the middle of the night, drive with a beautiful sunrise, and already be home again in the morning, it allows many more people to join in.” As a father of two small children with a burning passion for cars, but very little time to drive, I find this concept to be more than fascinating.

Driving Japan’s Nürburgring
What makes the Hakone region so special? Aside from its spiritual connection, this landscape lends itself to breathtaking views and offers some of the best winding roads anywhere in the world. These aren’t just monotonous switchbacks either. There’s gradient, camber, sweeping bends, and tightening curves as each piece of asphalt carves through the mountains, allowing you to experience an array of challenging routes within a short period of time. From the infamous Hakone Turnpike (often nicknamed Japan’s Nürburgring) to the twisting Hakone Nanamagari road made famous by Japan’s Initial D comic series. Though its roots may be spiritual, the Hakone region now attracts people from all over the world who are eager to drive the extraordinary routes.

“For us car fans in Japan, Hakone is looked upon as a bit of a Mecca. You have the Alps with their countless mountain passes in Europe and areas like Angeles Crest Highway in the USA. All amazing roads, but Japan is my home.” After passing their driving test, many new drivers would come to Hakone for an amazing experience. “I first drove the roads nearly 35 years ago. When you create those memories as a young adult, they stay with you as you grow older.”

– Mauana Ishida, Porsche 911 Turbo “72 Outlaw” owner

Ishida’s love for driving is only surpassed by his passion for Porsche. For the past 35 years, he’s always owned at least one model from Stuttgart-Zuffenhausen, including a 911 for the past 27 years. This passion even led to Ishida creating his own Porsche event in 2007, dubbed the Exciting Porsche Show. All of the Early Morning Hakone Runners will be there, of course, when the Porsche event is held in Kobe, Japan, on March 30, 2025. “We all became friends through the Exciting Porsche event,” says Ishida. “First through our passion for driving, but now we meet regularly outside of the event.”

As we drive toward the infamous Hakone Turnpike, Fuji provides the most awesome backdrop for the sun to slowly rise at nearly 5:00 a.m. A magical sight with special significance. The name for Japan in Japanese – Nihon or Nippon – translates to “sun origin,” which is why the country is often referred to as the Land of the Rising Sun. I feel very close to the sun’s origin here at the foot of the snowless peak, as we enjoy the scenery in our convoy of eleven Porsche models. All of the drivers take turns leading with an obligatory flyby. There’s almost no traffic, no pedestrians, and no distractions. Everyone enjoys the feeling of boundless freedom that knows no age.

No one understands this better than Ryo Suda. His Porsche 911 SC 3.0 (G-Series) is one of those cars that just oozes energy. It seems right at home on these kinds of roads – light, nimble, and perfectly sized to master every corner. Suda has only owned this particular Porsche since 2021, but it represents his return to the brand. “After I gave up my 911 T (original 911) and then my Carrera 3.2 (G-Series), I began feeling lethargic and no longer enjoyed driving,” he says. “When I thought about what used to make me feel good, it was the feeling of driving an air-cooled Porsche.” And so he returned to the brand so near and dear to his heart.

Suda’s enthusiasm has only continued to grow since he first saw Porsche in motorsport. “With your own Porsche, you can experience a feeling very close to racing,” he adds. The best thing about driving Hakone is the changing landscape and scenery depending on the season. “There’s always a different feeling, and when we’re running, the mix of cars adds to the excitement.”

The feeling of total freedom
During the drive, I find myself wondering what particular Porsche I’d want to be driving right now. For the highways down through Tokyo, Satoshi Higashi’s 911 Carrera (991) would be the perfect choice. On the winding Hakone Turnpike, Aoi Kodama’s 911 (964) – with Cup wheels, sports suspension, and other upgrades – looks like it was designed for this exact road. With the sun now bathing Hakone in warmth, a Carmine Red 718 Boxster GTS zooms past and captures my attention.

Behind the wheel is Yasuyo Terakawa. Unlike Mauana Ishida and Ryo Suda, she has only been the owner of a Porsche for a short time – and she’s already hooked. “In Tokyo, I’d often see various generations of Porsche. It made me wonder why so many people here were driving cars of this brand?” says Terakawa. “To see what all the interest was about, I purchased a Boxster for myself. The combination of practicality and fun has changed my view of driving forever.”

Terakawa now jumps on any opportunity to lower the roof and enjoy the feeling of total freedom. And after attending Ishida’s Exciting Porsche event, she quickly became friends with other enthusiasts. “The thing with Porsche is it can handle any situation, whether it’s city driving, mountain passes, or long distances,” she explains. “Hakone is very cold and snowy in winter. So many roads are closed. But that doesn’t mean my GTS has to sit in the garage waiting. Driving the Boxster while listening to the sports exhaust is always exhilarating – there are suitable routes in and around Tokyo even at this time of year.”

It’s now almost 8:00 a.m. and the sun sits proudly in the sky. The sound of other drivers embarking on their own Hakone drive in the distance is our cue to pack up and head back toward Tokyo. For Ishida and his friends, it’s the perfect start to a weekend, a reminder of why they all love Porsche and love driving, and an opportunity to leave the stress and responsibilities from the working week behind them for a few hours.

“I don’t think it’s a coincidence that those who enjoy driving Porsche also enjoy driving Hakone. For us, it’s more than just about having a sporty car. It’s a love for driving and a love for the brand that makes it feel so exciting. No matter how busy the world becomes, we will always find time to drive.”

– Mauana Ishida

Text first published in Christophorus Magazine, issue 414.
Author: Mark Riccioni
Photos: Mark Riccioni

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG. Please contact newsroom@porsche.com for further information.

The Unique 70-year Bond Between Aston Martin and Newport Pagnell

(May 14, 2025) – Aston Martin Works in Newport Pagnell, the heritage home of the British marque and the place where many of its most famous models of the 20^th Century were manufactured, is this year marking another exceptional milestone: the 70^th anniversary of the brand’s presence at its site in Buckinghamshire.

While the fact that then Aston Martin owner Sir David Brown used the bucolic location to centralize Aston Martin’s UK operations all those years ago may be well-known what is, perhaps, less well understood is why the industrialist entrepreneur – who went on to give his initials to a plethora of world-renowned Aston Martin sports cars – chose Newport Pagnell as the venue to consolidate his manufacturing operations seven decades ago.

“I can imagine it might have raised a few eyebrows at the then Aston Martin factory in Feltham, on the outskirts of London, when Sir David announced he was moving production to Newport Pagnell, in rural Buckinghamshire.

“Remember: this was years before the M1 motorway was built, and more than a decade before nearby Milton Keynes was anything more than a similarly rustic neighbouring village. The long-standing employees of the time at Feltham must have wondered what on earth was going on!”

– Steve Waddingham, Aston Martin Historian

Yet, as with much of what Sir David achieved during his 25-year tenure at the helm of Aston Martin Lagonda, the rationale was clear, and compelling. In the mid-1950s it was evident that Aston Martin, and its relatively newly-acquired fellow brand Lagonda, needed production to be carried out on a much larger scale than before the war if the business was to fulfil its potential and prosper.

The Feltham premises, along with Sir David’s factories in Yorkshire where some chassis parts were already manufactured, and entire car assembly was taking place, simply didn’t have enough space to scale up in the way that was needed.

The answer lay in the form of a business Sir David and his team knew well, as it was already carrying out coachbuilding work for Aston Martin: Tickford Ltd, based in Newport Pagnell, Bucks. This well-established coachbuilding firm, with a proud history and strong reputation for excellent quality workmanship, sat on a generous site split by the now world-famous Tickford Street.

With generations of coachbuilding knowledge in the locality and an opportunity to hugely expand Aston Martin production, along with a geographical location between Sir David’s existing factories in the North and near London, Newport Pagnell was, in fact, the obvious choice to host Aston Martin Lagonda car making.

And so it was that in 1955, having recently been acquired by the David Brown Corporation, what had previously been known as Tickford Coachworks began full production of the Aston Martin DB2/4 mk II, ushering in what would quickly become a golden era of Aston Martin sports cars. While it took years for every facet of the company’s operations to make the move from Feltham, with the brand’s motorsport and customer service divisions staying put there into the 1960s, eventually ever aspect of the business would operate out of the Newport Pagnell premises.

“The arrival of Sir David on that momentous day seven decades ago really did mark the beginning of something special, both for us at Aston Martin Lagonda and, of course, for Newport Pagnell.

“If you think about the years that immediately followed that ambitious move we would quickly see some of the most famous and desired sports cars ever produced all emerge from the factory gates onto Tickford Street. The DB5, DB6, DBS, the V8s – even the hugely sought-after ‘wedge’ Aston Martin Lagonda – plus many more, were all painstakingly built by hand in this small Buckinghamshire town.”

– Steve Waddingham

Across Tickford Street from the main factory Sir David and his team created a customer service operation which later became known as Works Service and, today, is known the world over as Aston Martin Works.

While the factory may have gone, following the opening of the brand’s new, purpose-built facilities at Gaydon, Warwickshire, in the early 2000s, the Aston Martin name remains a cornerstone of Newport Pagnell’s identity thanks to the extensive operations continuing to this day at ‘Works’.

Today providing a one-stop shop for all things Aston Martin and Lagonda, the Aston Martin Works business is unique in the brand’s global presence by offering new and pre-owned Aston Martin models for sale, alongside heritage car sales; expert servicing and repair of all Aston Martin models, of whatever vintage; world-class Aston Martin and Lagonda heritage car restoration; unmatched paint and body repairs via its dedicated paint and panel shops; outstanding trim repair, restoration and replacement courtesy of its in-house trim shop; and modern and heritage parts sales via its extensive parts operations department.

With a staff of around 100 – including a dozen apprentices who are learning their trades in Works’ Paint, Panel, Modern Service and Heritage Service departments – Aston Martin Works is a vibrant and successful reminder of the brand’s depth of tradition, and the artisan craftsmanship on which it was founded 112 years ago.

“Few car makers anywhere in the world can boast such a long, unbroken association with a particular location and, I like to think, it is the rich heritage and history we have around us here that helps make the Aston Martin Works business such an exclusive and appealing part of the marque today.” 

– Paul Spires, President of Aston Martin Works

The Lightweight Gear Knob of the 908/03 Spyder

“For 70 years now Aston Martin has had a proud association with this site and, as we mark that conspicuous milestone in 2025, I like to think we are also looking forward with ambition and purpose to the next 70 years here.

“Aston Martin Works still represents the passion and dedication to excellence that, I’m sure, drove Sir David to centralize his operations at Newport Pagnell all those years ago. This is a unique and fascinating part of the ongoing Aston Martin story, and I’m proud to say that, seven decades after we first moved in, we remain an important part of the community.

In the Porsche 908/03 Spyder from 1970, a small component ensures the last few grams of weight savings: a gear knob made of mahogany.

Starting in the mid-1960s, the development credo at Porsche was that lightweight design is everything. One vehicle that took lightweight design to the next level was the Porsche 908/03 Spyder built in 1970, which caused quite a sensation in two prestigious races: the Targa Florio in Sicily and the 1,000-kilometer race at Nürburgring Nordschleife. A look inside the cockpit below the wind deflector reveals the sheer attention to detail: the filigree chassis tubes, the steering wheel, the tachometer, the seat shell, and the pedals. Lightweight materials like Plexiglas, aluminum, plastic, and a little leather have been used everywhere. And wood, in the form of a mahogany knob atop the gear shift.

Only 24 grams
“The car’s gear knob measured around 33.5 cubic centimeters in volume,” explains 92-year-old Peter Falk, who was in charge of advance and motorsport development at Porsche in the 1960s. The material was selected on the basis of its specific weight. Aluminum (2.7 g/cm³), magnesium (1.8 g/cm³), and plastic (1.4 g/cm³) are much heavier than mahogany at around 0.7 g/cm³. The special structure of the wood also makes it a unique material. While the same gear knob in aluminum would weigh 90 grams, the mahogany gear knob of the 908/03 only weighs 24 grams, which represents weight savings of nearly 70 percent.

“Ferdinand Piëch was responsible for that, of course,” explains Peter Falk. “He introduced countless lightweight design measures.” Piëch joined the company in 1963 and was appointed Head of Development in 1965. In addition to optimized aerodynamics, he also firmly believed in the effectiveness of lightweight design, which always posed an enormous challenge for Porsche developers. A six-cylinder racing engine with an increase in performance of 80 PS and a drop in weight of around 50 kilograms? An ignition switch with a decrease in weight of 14 grams? Is the fuse box lid absolutely necessary? Regardless of the vehicle that Ferdinand Piëch presented for approval, every last gram counted. The same went for the 908/03, which he christened “Weasel” due to its light weight and agility. The mahogany gear knob is the perfect example of the lightweight philosophy of that time.

Ultra-lightweight design also for long-distance vehicles
The wooden ball was present in the cockpit of many race cars up to 1971. With the minimal weight eliminated in the European Hill Climb Championship in 1967, things began to heat up in the field of lightweight design. Developers of the 908/03 faced a unique challenge: to apply the ultra-lightweight design of the hill climb cars to long-distance vehicles. With a three-liter, eight-cylinder engine, the 545-kilogram and 257 kW (350 PS) 908/03 Spyder competed in the 1970 Targa Florio – and won. The nimble car was successful again at Nürburgring, thanks in part to the mahogany knob, which is much like a common thread through the history of Porsche and always appears in applications in which every gram counts.

The lightweight philosophy lives on to this day even off the racecourse. And time and again, Porsche places a wooden gear knob – now made of walnut – atop the manual transmission’s gear shift as a distinctive feature. Take, for example, the Carrera GT, the mid-engine super sports car from 2002, or the current 911 Carrera T (992), which combines lightweight design and a performance-focused chassis with a manual transmission to create a highly emotional driving experience.

Driving Across the US in a Porsche Each

(March 18, 2025) – For many Porsche enthusiasts, a road trip is that rarest of things – a fleeting few days away from the routine of daily life. But for German couple Christian and Ortrun Hartinger, the road trip is the routine. Having driven extensively around Germany and Europe since they met in 2010, over the past three years the couple have turned their attention to the US, driving more than 100,000 miles there from behind the wheel of their own 911 models.

The Hartingers came to the Porsche brand in very different ways. Christian grew up in Bavaria in the 1970s and remembers the familiar sight of the original 911 Turbo while playing Top Trumps as a small boy. In the 1980s he would visit the Frankfurt Motor Show each year, transfixed by the Porsche stand and the ever-evolving outline of the 911.

Ortrun, by contrast, was born in East Germany, where a Porsche was for many decades as unfamiliar as it was unaffordable. “Growing up, we did not have cars like Porsche,” she explains. “We only had Trabants and Wartburgs and that was it. When I was very small, I was always playing in the street on these sandy hills left by the builders constructing houses. And one day I found a small toy car in the sand that had been left there by another kid. And it was a Porsche. It must’ve been an F-Model back then. I fell in love with the shape and took it home and said to my mother: ‘When I’m a grown up I will buy this car.’ She told me I would never be able to because it was a car from the West and we were not allowed them. But I didn’t understand that and told myself that someday I would have that car! And I kept the 911 in my mind forever.”

The road trips begin
When the wall came down, Ortrun was finally able to fulfil her promise. She bought the first of many 911 models and eventually joining her local Porsche Club, where she met Christian for the first time. And so began the road trips.

What is unusual, but admirable, about the Hartingers’ adventures is that they always take two cars. “From the very beginning, we have always driven together in two cars,” says Christian. “Starting in Germany and then around Europe. Both of us love to drive, and love to drive Porsche, so we always did our tours with two cars. There was never the option to go with just one.”

From the European mainland to the United States of America
Having explored much of the European mainland, meeting fellow enthusiasts wherever they went, the Hartingers were encouraged by a friend and fellow Porsche owner in Germany to attend the Porsche Club of America’s annual Porsche Parade in Palm Springs. “We both wanted to be a part of it and I thought we could simply rent a Porsche each there,” Christian says. “But Ortrun said we either do it with our own cars or not at all!”

So began the complex process of importing two cars for the purpose – in this instance two 911 GT3 RS models (997) – which were shipped to Florida in November 2020 ahead of an adventure that would cross the entire of the southern states, taking in such historic and scenic sights as Pikes Peak, Monument Valley and the Bonneville Salt Flats. Despite the arrival of the Covid pandemic, which resulted in the cars being put into storage for ten months and the Porsche Parade in Palm Springs being postponed, the couple managed to drive some 29,000 kilometres in their GT3 models, meeting members of America’s enthusiastic and welcoming Porsche community wherever they went.

A second road trip began in 2023, this time with a newly acquired Jade Green 911 Speedster (991) taking the place of one of the GT cars. The cars were shipped from Hamburg again, arriving in Florida in mid-June ahead of spirited dash to Palm Springs in California for the eagerly awaited PCA parade. The following few weeks would see the Hartingers return to Pikes Peak in Colorado before attending Monterey Car Week and Rennsport Reunion 7 at Laguna Seca in California.

Flying home to Germany at irregular intervals for work – Christian is an architect and Ortrun a pharmacist – the couple extended this journey into 2024, returning to Florida in time for the 24 Hours of Daytona before their cars once again made the long journey back to Europe.

Rare 911 Turbo Targa in action
But there would be a third act for the Hartingers in the US, beginning towards the end of last year and featuring yet another very special car. Because some months earlier, the couple had bought a rare 911 Turbo Targa, and decided it should go to Porsche Classic for restoration.

It was in 2024 that Porsche unveiled the first car to be customized post-production through the Sonderwunsch program – a Carrera GT that was treated to a mix of factory restoration, new vehicle production and Porsche Exclusive design. The Hartingers’ Targa was put through the same program, with a nut and bolt restoration that blended refurbished originals parts where possible with remanufactured items where necessary. The car was repainted in striking Amazon Green Metallic and upholstered with a unique Lemon Yellow interior.

“There were times when the people at Porsche Classic were saying, ‘Oh, no Mrs Hartinger, think about it. Maybe it’s too colourful’, Christian laughs. “But in the end they said ‘OK, let’s do it!’ And when we picked it up, everyone was saying ‘Wow! It’s a great colour!”

The odometer reset to zero, the Hartingers returned to the US in the summer of 2024. Joining the Targa was Ortrun’s black 911 Turbo (997), offering the couple two very different, if equally compelling, cars with which to undertake another unforgettable road trip.

Their latest excursion has already taken in Luft 10 at Universal Studios in Los Angles, 000 Magazine’s Turbo 50 event at the Summit Skywalker Ranch near San Francisco, Yosemite National Park and Death Valley. At every stop they have met and been welcomed by the country’s vast community of Porsche enthusiasts.

“They have been more than welcoming,” Ortrun says. “We have had invitations to stay with people we’d never met before. Some even offered to let us stay when they weren’t at home, which was unbelievable. Everybody is so friendly and just happy to see the cars.”

“The Porsche community in America feels like a family,” Christian adds. “And this is the reason we didn’t stop after one road trip. Or the second. And now we’re on the third …”

– Christian Hartinger

At the time of writing, the Hartingers have racked up around 170,000 trouble-free kilometers on their US road trips, criss-crossing the continent, shortening the spaces between the country’s many and varied groups of Porsche enthusiasts. When the odometer will stop moving is still anybody’s guess.

Diary from the Desert: 33,000 kilometers in a 911 Dakar

(January 14, 2025) – From negative 20 to positive 38 degrees Celsius, from the coast to an elevation of nearly 4,700 meters, and from highways to gravel roads, Nguyen Hoang Anh, owner of a logistics company, drove his 911 Dakar from Vietnam to the Mongolian part of the Gobi Desert and back again, passing through China along the way. That’s 33,000 kilometers in 75 days. Here he talks about his unbelievable journey, which has turned him and his off-road sports car into local celebrities.

The first time you start up a Porsche engine is always a unique experience. Especially if that Porsche is a 911 Dakar. The world begins to vibrate, along with me in the center of it. It’s September 2023. I take a deep breath – and then finally exit my garage at home in Ho Chi Minh City, also known as Saigon. I’m seated behind the wheel of the first 911 of its kind sold in Vietnam. It’s only been with me for six weeks. But for much longer than that, I’ve been dreaming of driving an off-road sports car through the closest desert to Vietnam, the Gobi. Although “close” may be the wrong word. The dry zone extends across China and Mongolia. And the journey will cover more than 33,000 kilometers. And I don’t have much time either, as winter is fast approaching up there in the north.

Impatience has been my constant companion for some time now, as I’ve long followed development of the off-road 911. I ordered my car in GT Silver Metallic, one of 2,500 worldwide, a year ago. I didn’t modify the vehicle at all before the journey – it’s already designed for extreme situations. However, my 54-year-old body is not. In preparation, I did a two-day test-drive through Vietnam, covering 2,000 kilometers. And now I’m embarking on a journey into the unknown in my 911 Dakar. The dream is alive and well and appears to be coming true, which means I’ve already achieved my first goal.

September 19 – 23, stage destination: border between Laos and China 
I’m accompanied by two friends in a pickup and an SUV. We trust each other completely and work well together, which is important because it’s a long journey with major challenges. We’re using walkie-talkies to communicate and, for longer distances, smartphones. The first few days take us up along the coast of the South China Sea, then to the west through Laos – with breathtaking views. But we’re only getting warmed up. My destination is the landscapes that no other 911 has ever navigated. There won’t always be roads, and the direct route won’t always be the fastest. We haven’t defined any specific routes. Just stops for the night, towns we definitely want to visit, and border crossings that require registration. Like the one now between Laos and China.

September 24 – October 3, stage destination: Chaka Salt Lake, Qinghai, China
We enter without any issues and enjoy the Chinese roads just behind the border. This is my first opportunity to really test the potential of the 911 Dakar. And what a powerhouse it is! Kilometer after kilometer, we glide along on our journey up north. Located on the Tibetan Plateau, the crystal-clear Chaka Salt Lake in Qinghai is an absolute highlight. The surface reflects the blue sky, which feels so close here at an elevation of around 3,100 meters.

October 4 – 13, stage destination: Tian Shan, China 
We encounter the Gobi Desert’s first patches of sand and rolling hills in Xinjiang in northwestern China. It’s time to take some serious off-road excursions with the 911 Dakar. The opportunity to navigate this sports car through demanding terrain is a revelation. The 911 is just as good at climbing as it is at sprinting. 

Because it simply feels right, we tie a small batch of fireworks to the back of the car with a rope and then drive through the steppe, which is permitted and often done in China. Here it represents a way to expel evil spirits and pave the way for happiness. And that’s exactly how it should be! The fireworks are spectacular! Cheers of excitement! 

The Chinese leg of the famous Karakoram Highway between Pakistan and China passes between the Khunjerab Pass and Kashgar, once an important city along the Silk Road at the border between Kyrgyzstan and Tajikistan. Because it reaches an elevation of 4,714 meters, it’s occasionally referred to as the Eighth Wonder of the World. We almost make it up to 4,700 meters. Our route takes up past the Dushanzi Grand Canyon and on to Kuqa beyond the Tian Shan mountains. The pass is considered to be one of the most beautiful roads in China, and we enjoy the spectacular landscape with its precipitous slopes in dark-grey stone.

The road will soon go into hibernation – so we’ve made it just in time. There is no path to happiness. Happiness is the path. I didn’t come up with that, but it fits perfectly with our journey, which has a single destination: the road we’re following. Or even the terrain off the road.

October 14 – 20, stage destination: border between China and Mongolia 
We’ve been on the road for nearly a month now. Behind the wheel, I’ve been trying to sort the many impressions into thoughts. Is this the adventure of my life? There’s plenty of evidence that it is. And there’s a lot that’s still unclear to me.

We arrive in Hemu high up in the north, for many the most beautiful village in China. What a jewel in an already magnificent region surrounding Kanas Lake. Picturesque autumnal landscapes form an awe-inspiring natural wonder. By the time we arrive, peak season is already over, allowing us to drive the attractive, usually overcrowded forest route to the village. Lush grasslands ahead of us, snow-capped mountaintops off in the distance, and between them the perfectly smooth surface of Kanas Lake. If you were to ask me why I’m on this journey, first of all it’s the urge to experience my 911 more intensively. But it’s also for moments like these. Magical locations that stay with you for all time.

October 21 – 27, stage destination: Arkhangai Province, Mongolia
The beauty of the past few days has been intoxicating. But these emotions are only intensified when we reach our destination, the Mongolian Gobi Desert, and see the challenges of our trip with our own eyes. I’ve underestimated the terrain, which has large, sharp stones that sliced two of our tires open. Fortunately, we have two spares with us. Despite all that, we manage to reach our intermediate destination, the home of the Kazakh Beken family, which practices the Mongolian tradition of eagle breeding deep in the mountains. I feel humbled when they show us the majestic animals. What an extraordinary sight. Eagles are revered in Mongolia – for their strength, their agility, and their loyalty. My 911 is my eagle, I think to myself with a slight grin. That evening, we bask in the tranquility of nature with the Bekens, enjoy a meal together, listen to them sing for us, and delve deep into the fascinating world in the westernmost part of Mongolia.

But our difficulties with the desert’s harsh terrain continue the next day. While gliding on the desert sand feels like flying, large stones along sections of the route slow down our progress significantly. With only the tracks of past vehicles to show us the way, some of the terrain is demanding – and quite a daunting task for the 911. But the car pulls through and gets us to where we need to go.

We get lost on our way to the Tsenkher Hot Springs in the Arkhangai Province – and once again the 911 Dakar comes to our rescue. We have to navigate the last 20 kilometers off-road through the mountains. There’s no road, and occasionally only a nomadic path to guide us. We cross riverbeds and wind our way through forests. Eventually we reach the healing waters of the hot springs and marvel at the natural wonder. Now I know: The Dakar will be able to handle any terrain on this journey.

October 27 – November 5, stage destination: border between Mongolia and China 
The rear bumper hit some rocks when I accelerated too quickly in a riverbed two days ago. Now we have to go to a repair shop in Ulaanbaatar, the capital city of Mongolia. Once we arrive, I’m more than surprised to discover that the mechanic is Vietnamese, apparently like many others here. It’s wonderful to be able to talk to people from my home country who don’t belong to our travel group, which makes the repair shop a welcome stop for more than just the 911.

The car is ready to go again in no time, and we take this opportunity to flee what is arguably the coldest and most populous capital in the world. After all, we didn’t come for a city trip, but rather for experiences like the impressive natural spectacle we encounter a short time later. With the sun setting behind the rolling autumnal woodlands just past the frozen Lake Khövsgöl, the second-largest lake in Mongolia, I try to etch this moment into my memory forever. Snow awaits us further to the east – this much we know.

November 6 – 16, stage destination: Snow Town, Harbin, China 
The forecast is correct, and we’re greeted by thick snowflakes as we reach the terrain in northern China again. We finally have the opportunity to drift with the 911 – but not for long. The roads are extremely icy, and it’s dangerous. When we find ourselves standing in traffic three days later, the situation is no longer dangerous, but risky. The long wait interferes with our plans to such a degree that we decide to take the risk and go off-road, which allows us to pass all of the vehicles stuck on the road. A short time later, the video of this daring maneuver generates more than two million views on social media. This is yet another moment that reveals that my relationship with my 911 has only just begun – and will continue for years to come.

Mohe is the northernmost city in China – and with temperatures below negative 30 degrees Celsius in the winter, it’s also the coldest. Here, the only thing between us and Russia is a frozen river. But our route will take us in a southernly direction to China Snow Town. Officially named Zhongguo Xuexiang, the village certainly lives up to its unofficial name. On what just might be the most beautiful day of our journey, we test the 911 Dakar in China’s most famous snow – and what a dream it is! Until today, a 911 had never been seen here in Snow Town. What an honor.

November 17 – December 4, stage destination: Ho Chi Minh City, Vietnam
The next leg is not as stunning as the first part through western China and, in terms of driving, not as spectacular as in Mongolia. And yet, it’s one of the most exciting, as it leaves us with an overwhelming sense of euphoria. We made it! We went to the Gobi Desert and are now on our way home – and want to keep driving. May the road never come to an end. We visit the city of Dandong at the border to North Korea with the collapsed bridge that once connected the country to China. We drive through Beijing and head for Shanhai Pass, where the Great Wall of China begins in the ocean. We continue in a southernly direction and head for home.

While I’m still trying to process the many impressions, I keep noticing people following us with their smartphones. At some point, a friend from China sends me some videos of our journey that his son had found on social media. And suddenly we are even accompanied by a film crew; the hashtags “Vietnam911” and “VietnameseUncle” have been causing quite a sensation on Chinese social media for some time. My Porsche and I – we’re famous. We enjoy the attention, the many acquaintances, and inspiring encounters.

It’s the first day back in Vietnam, and one thing is clear: It was, indeed, the adventure of my life. A total of 33,000 kilometers in the 911 Dakar – I just might be the first person to complete a mission like that. This calls for a lap of honor. The people who followed our trip online drive alongside us, with more and more gradually getting in on the fun. I come to realize that this journey was not only inspirational for me. Once home, I’m overjoyed and elated by all the impressions and the 911 Dakar, which loves sand dunes just as much as it does frozen mountain lakes, snowy roads, demanding slopes, and empty highways. This vehicle has become incredibly close to my heart over those 75 days, and I want to travel the world with it. And I know it will never fail.

One year later, destination: Stuttgart-Zuffenhausen, Germany 
Now that it’s late summer 2024, I’ve had time to process the impressions from last winter. I was already working on my next plans when I received a fascinating message: The developers of the 911 Dakar in Stuttgart have heard of me and my journey. They want to meet me. I can hardly believe it – and I’m amazed. My dream not only came true, but also exceeded all expectations.

With an exhausting flight behind me, I find myself a short time later in front of the Porsche Museum in Stuttgart-Zuffenhausen, where, in a way, my journey began. Achim Lamparter, the General Project Manager for the 911 Dakar, is there to welcome me. For me, he’s a hero because he and his team made my journey possible. He arrives in the 911 Dakar, of course. He spends some time with me, provides insights into the exciting development of the 911, and is interested in learning how “his” 911 performed. I begin singing the car’s praises and promise to come for a visit sometime in the 911. After all, this wasn’t our last adventure. Someday we’ll travel around the whole world, all the way to Stuttgart. Me and my 911 Dakar. My eagle.

Text first published in Christophorus Magazine, issue 413.
Author: Nguyen Hoang Anh
Photos: Nguyen Hoang Anh and Jörg Eberl

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG. Please contact newsroom@porsche.com for further information.

Not for Sale: the 911 Carrera RS 2.7 by classic car expert Simon Kidston

(January 6, 2025) – Simon Kidston has unearthed and sold the rarest classic vehicles in the world, including the most expensive car ever traded. But there is one car he will never sell.

The world-famous classic car dealer Simon Kidston knows the power of time and has built his career on time’s ability to infuse desire. Kidston, who was born in the UK, but grew up in Italy, has been selling classic cars for more than 35 years and has even been known to fall under their spell himself. In fact, he has a very special relationship with Porsche sports cars. Most notably, a 911 Carrera RS 2.7, the only vehicle he’ll never sell.

“My dad was always into cars,” recalls Kidston. “Growing up, two magazines would always arrive at home regularly: The Motor and Christophorus. And there was always a fast car in the garage at home.” There’s also the fact that his father, Home Kidston, a former Royal Navy officer, was an avid race car driver. Just like Simon’s uncle Glen Kidston, who was a renowned British motorsport competitor and pilot in the early 20th century.

Rare collector’s vehicles
Simon Kidston was 21 years old when he had the opportunity to get his foot in the door in 1988 and applied for a junior role at Coys of Kensington auction house. “When I didn’t hear back, my cousin got involved and put in a good word for me.” And it worked. A three-month trial turned into eight years in the classic car auction world.

“I absolutely loved it,” says Kidston. “And because I spoke French and Italian, I could talk to European clients nobody else could.”

He next joined auction house Brooks (later Bonhams) and moved to Geneva to establish their European operations.

And then in 2006, unsurprisingly, Kidston founded his own company, Kidston SA, which operates from the stunning La Maison des Paons on Avenue Pictet-de-Rochemont. He applied what he had learned about the world of classic cars over the past 18 years to his own company – and soon established a reputation as one of the leading international dealers of rare collector vehicles.

In addition to Geneva, Kidston also has branches in a variety of other locations, from Modena to Dubai.

Most expensive car of all time
The 57-year-old now no longer works as an auctioneer, but as a broker and classic car consultant – and thus continues to be at the center of numerous legendary classic car auctions. This includes the purchase of a Mercedes-Benz 300 SLR, the most expensive car of all time to date, which changed hands for 135 million euros at an auction held by Sotheby’s Europe in 2022. Kidston bid for the car on behalf of his client. His personal highlights, however, are the sports cars from Stuttgart-Zuffenhausen. Time and again he crosses paths with extraordinary models, resulting in some unforgettable moments.

One such example is the Porsche collection of former dealer and collector Vasek Polak, which went under Kidston’s hammer.

“It included two Porsche 959 prototypes and a Porsche 917 K – the car that Vic Elford and Gérard Larousse drove to victory at Sebring in 1971. I remember thinking that was the most gorgeous car I’d ever seen. I later came this close to buying one in 2007,” he says, making a small gap between his index finger and thumb. “That’s the one that got away.” Other Porsche sports cars have helped fill the void. “I owned a black Carrera GT,” says Kidston. “And I previously bought a 911 in Amethyst Metallic.” He found that 911 Carrera RS (964) under a tarp in a customer’s garage. “When I saw it was registered in Siena, which is where I grew up in Italy, I immediately fell for it. I owned it for a few years, and it was great fun.” 

And then there are the extraordinary Porsche stories that Simon Kidston will never forget for as long as he lives, such as the experience he associates with the brand’s first super sports car. “Some years ago, I was in Stuttgart when my wife went into labor back in Geneva. My colleague and I jumped into his Porsche 959, and I will never forget driving fast at night in the rain. I arrived in time for my son’s birth.”

The 911 is part of the family
But there’s another car that’s even more important to Kidston. “Without a doubt, it’s the 1973 911 Carrera RS 2.7 in Signal Yellow,” he says, referring to the Touring version his father ordered as a new car. 

It was Kidston senior’s second Porsche model and replaced his Polo Red 1967 Porsche 911 S (original 911). The RS 2.7, however, is the first Porsche model in Simon Kidston’s life that he can remember. “In 1985, my father and I drove the RS on the German autobahn to get the car serviced in Zuffenhausen. I had never been that fast in my life, in any car,” he says. The 911 has been a member of the family forever and has helped create new memories over the years.

The 911 passed into Simon Kidston’s hands when his father died in 1996, ensuring the unforgettable drives would continue. Kidston even drove his father’s ashes to their final resting place in Wales in the Carrera RS. And after visiting his girlfriend’s parents in Scotland, Simon Kidston asked for her hand in marriage on the way home. 

Unforgettable experiences
“Before she could reply, blue lights appeared in the rear-view mirror,” says the collector. “Her answer had to wait. Despite getting six points on my driver’s license for speeding, in the end it was ‘Yes.’” And the 911 played an important role in the next milestone of his life as the Kidstons’ wedding car. Moreover, as the first car that Kidston’s son was able to drive legally on his 17th birthday, the 911 has also provided unforgettable experiences for the third generation of the family.

Today, the sports car has 112,000 kilometers on the odometer and is kept in England, where Kidston has a home. “I love how this car feels like a glove,” he says with excitement. And it’s difficult to let go of anything that rewarding. According to Kidston, the 911 Carrera RS 2.7 is the one vehicle that should always stay with his family – and never be sold.

“This 911 is a part of my family’s history. It’s the car I grew up with. It’s the car that gave me my appreciation of sports cars. I like to think my kids will keep it forever.”

– Simon Kidston, owner

Text first published in Christophorus Magazine, issue 413.
Author: Axel Stubbe
Photos: Amy Shore, Private

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG. Please contact newsroom@porsche.com for further information.

The Nordic Barnhouse Project by Bruno Jakobsen

(September 27, 2024) – The designer and architect Bruno Jakobsen has created his dream house in his home country Denmark. Secluded in the middle of nature and yet followed by a growing community of fans. It’s as if his two Porsche models were made for this picturesque environment.

Bruno Jakobsen briefly squints as the morning sun shines through the treetops. The Danish architect and designer spent a year observing how light behaves at this very location to ensure perfect illumination of everything he’d been planning. His self-made dream house is now nestled in the heart of this green oasis of old trees, lush meadows, and dense shrubs at the very edge of Randers, a port town on the eastern side of the central Jutland region with a population of 64,000. And the Barnhouse Box – a space dedicated to his Porsche 911 S 2.7 Targa (G-Series) – was only just recently finished.

The soft morning sun bathes the sports car with its brushed stainless-steel roll bar in a golden-yellow light. The designer runs his hand along the car’s removable roof. “I just like how the surface feels,” he says, gently pressing his fingers into the plastic. Everything in the Barnhouse Box is inspired by the classic 1974 car in Satin Black. Jakobsen, who was born in 1976, emphasizes that his vintage stereo system is from the same year as the 911. The large, illuminated brand lettering bathes the room in a warm light, highlighting the walls adorned with Porsche steering wheels and fire extinguishers, a Fuchs wheel, and the massive rear spoiler of a Porsche 911 Turbo (930).

Jakobsen has had his 911 for more than ten years and fondly recalls how his daughter, Silje, and son, Tristan, (now 17 and 14 years old) would drift off to sleep shoulder to shoulder on the back seat during longer drives. Perhaps that’s why the two have developed such a passion for the brand based in Zuffenhausen. While it took his wife, Dorte, a little bit longer to catch the Porsche bug, she now enjoys riding around in the sports car herself.

A fully restored Porsche Junior
It also took some persuasion to convince her to give up the single-family house in the city and build a home in a secluded location in the heart of the forest. But she has since taken to the new way of life surrounded by nature. And Bruno Jakobsen acquired a suitable vehicle for the new environment, a 1960 Porsche Junior, which was fully restored by the previous owner and has been keeping the Targa company in the neighboring workshop for the past two years.

Porsche developed the tractor to series production with a cult following from 1950 to 1963 in partnership with different companies. Jakobsen always dons the overalls he purchased just for the purpose whenever he takes the tractor out, which he usually does just for fun. Two goats and three chickens live in a large enclosure next to the house.

Jakobsen christened his initial idea for a new home in the heart of the dense forest “The Nordic Barnhouse Project” in summer 2019 – and then began sharing it on Instagram in early 2020. More than 270,000 people now follow Jakobsen on the social media platform as he makes a dream come true for him and his family one step at a time: the longhouse that the family lives in, the orangery next door, the large garage, and most recently the Barnhouse Box.

“Nature and wood – that’s my world”
Nature is always within reach in the Nordic barn house, which is typical of the designer’s work. Visual axes throughout the house provide a view of the greenery outside. The Jakobsen family enjoys spending time outdoors anyway. Outside they have a shower, a small pool, and a sauna, with just about everything made from wood. “Nature and wood – that’s my world,” says Jakobsen, who refers to his style as “new Nordic” architecture. “Wood wears with time. It ages. And that’s exactly what makes it the ideal material. Life always leaves a mark.” He especially likes to use Canadian red cedar, which turns silver over time.

It was also the desire for durability and appealing signs of wear and patina that bound him to the sports car brand. “Porsche builds vehicles that are made to be used. They’re not just for looking at and storing in the garage.” And true to his words, he gets in his 911 S 2.7 Targa and drives off into the sun. 

Text first published in Christophorus Magazine, issue 413.
Author: Peter Fadeyev
Photos: Constantin Mirbach

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG.

Louise Piëch and the 911 Turbo “No. 1”

(September 6, 2024) – The first series production 911 with a turbo engine was destined to be a birthday present for the grande dame of the Porsche and Piëch family in 1974. In addition to fast cars, Louise Piëch loved hunting and painting. She was also an extremely successful businesswoman.

The birthday present was unique, a one-off. The birthday girl can be considered a unique individual, too. Ferry Porsche gave his sister Louise Piëch a special prototype from the development center in Weissach for her 70th birthday on August 29, 1974: the 911 Turbo “No. 1” – the first 911 for the road with a turbocharger, a technical highlight.

It didn’t yet feature a style-defining attribute of the later production model: the mighty fender extensions. The first 911 Turbo wore a slimline dress. The rear deck lid did, however, already feature the protruding wing with an all-round rubber lip, which was later christened the whale tail. The centerpiece was the supercharged 2.7‑liter engine with power of 177 kW (240 PS). The production version of the 930 – its official type number – boasted 3.0 liters and 191 kW (260 PS), and was the fastest German series production vehicle at the time.

Photos of the birthday party by the Wörthersee lake show that Louise Piëch was delighted with this exquisite gift. Her enthusiasm for sports cars – including their corresponding driving style – is legendary. “I like to drive fast, and I enjoy it, too,” she once admitted. “She didn’t like to have anyone in front of her,” remembers her eldest son Ernst, “she wasn’t keen on being second.”

First child of Aloisia and Ferdinand Porsche
This is hardly surprising considering the family she was born into. Louise was born in Vienna in 1904 as the first child of Aloisia and Ferdinand Porsche. Her brother Ferdinand, called Ferry, followed five years later in 1909. At the time, her father was already a well-known automotive design engineer at Austro-Daimler. He loved fast and light cars, and enjoyed competing in races in them himself.

With great success. In 1910, for example, he won the renowned Prinz-Heinrich-Fahrt race around Germany over a distance of almost 2,000 kilometers. His daughter was sitting beside him during the lap of honor. The Austro-Daimler AD 35 “Louise Wagen” of 1914 was named after her. She was given one of these open-top touring cars as a 16th birthday present. She was already a seasoned driver by then. “Everything revolved around cars in our grandfather’s house,” explains Ernst Piëch, “and she was fascinated by them, too.”

When her father Ferdinand joined Daimler-Motoren-Gesellschaft in Stuttgart, the name Louise Porsche even cropped up in motorsport. Driving the Mercedes supercharged car, she went up against established competitors, among others, in the Süddeutsche Tourenfahrt and AvD-Kartellfahrt events in 1927. The plucky amateur also took a stab at the local hill climb – at a time when a “lady behind the wheel” (special-interest magazine Motor und Sport, 1927) was considered something rather exotic. The fashion-conscious sport driver’s contemporary accessory of choice was the beret.

Spiritual balance in painting
But speed wasn’t everything for young Louise Porsche. She intensified her passion for painting by studying in Vienna. Watercolor landscapes were her preferred motif. She drew peace and strength from her art, and she continued to paint into old age. “She was never bored and led an active and eventful life from childhood on,” her youngest son Hans Michel reminisces. “She found spiritual balance in her painting.”

Louise’s career as an amateur race car driver came to an end in 1928 when she married the Viennese attorney Anton Piëch, who went on to be his father-in-law’s most important legal adviser. The young couple remained in Vienna and set up home on the Küniglberg hill in the Hietzing district, not far from the magnificent Schönbrunn Palace. Their son Ernst was born in 1929, followed by Louise (1932), Ferdinand (1937), and Hans Michel (1942). “Even as a married woman, she maintained a very strong relationship with her father,” says Ernst Piëch. “They got along very well, and she therefore always knew what was going on in Stuttgart.”

Louise Piëch never limited herself to the traditional role of housewife. She was a mother of four, a talented painter, and an enthusiastic huntswoman. And like her brother Ferry, she was involved in her father’s activities early on. Especially after Ferdinand Porsche founded his design office together with Anton Piëch and Adolf Rosenberger in 1931 to take on development contracts with a committed team. “From an early age, she wanted to play a part in preserving what my grandfather had built up,” explains Hans Michel Piëch. “She saw this as a generational task early on.”

Looking back herself, Louise Piëch once said: “I was very interested in my father’s work, but I didn’t intend to become a businesswoman.”

But things were not to turn out as she had planned. Her expertise, business acumen, and insight into human nature proved to be a godsend for the company’s new beginning after the Second World War. The design office had been relocated from Stuttgart to Gmünd in the Austrian state of Carinthia in 1944 for safety reasons. “My father chose the location,” she reported later in life, “as he was an Austrian by birth.” In addition, the Schüttgut estate, an old farm in Zell am See some 125 kilometers away, had been the domicile of the Porsche and Piëch family and other relatives since 1941. Toward the end of the war, there were multiple generations all living under one roof. “There was always a lot going on as there were, at times, more than 30 children and adults there,” relates Ernst Piëch, “and my mother managed it with aplomb, as one says.”

“As children, her success story always served as an example to us.”

– Hans Michel Piëch

In the austere postwar period, Louise Piëch bore the burden of being responsible not only for her own four children, but also for her brother’s four sons as well as for a farm and the design office. Her father, husband, and brother were being held by the French. Together with senior engineer Karl Rabe, she got the business back up and running in the former Gmünd sawmill with the old Porsche team. With some effort, she was able to keep the workshop going with the aid of long-standing employees by taking on small repair jobs and producing winches and small batches of tractors. For the time being, sports cars remained a dream, even after the return of her brother Ferry.

Safeguarding the life’s work of their father
Gmünd was a second plant of the still existing Porsche KG. The siblings Louise and Ferry ventured a further step to safeguard the life’s work of their father and the future of the entrepreneurial family in spring 1947 when they founded the company Porsche Konstruktionen GesmbH in Gmünd. Orders were essential for the company’s survival. Long-standing relationships then came to the aid of 43-year-old Louise: Karl “Carlo” Abarth, the husband of Anton Piëch’s former secretary, whom he had helped flee to Yugoslavia at the outbreak of the war, turned to her. Through Abarth, who had since relocated to Italy, the Porsche and Piëch family came into contact with Piero Dusio.

The affluent industrialist placed an order, among others, for a Grand Prix car for his sports car brand Cisitalia. “A technical gem, one of the most interesting Grand Prix cars in the world,” Louise Piëch was still enthusing years later. The 360 type was never entered into a race, but it did save the fledgling company. “Firstly, with Dusio’s orders, we were able to keep Gmünd busy,” Louise Piëch reminisced later, “and secondly, we were able to arrange the bail money for my father and my husband in France to be released.” When Ferdinand Porsche returned to Austria approaching the age of 72, his son Ferry, who had been released before, showed him the drafts of the 360 type. “I asked him what he thought of our work,” Ferry Porsche once recounted, describing the scene. “My father said ‘I would have approached the task in exactly the same way’ and patted me on the shoulder.” Praise indeed. 

Encouraged, Ferry Porsche fulfilled a long-cherished dream. In 1948, the first sports car to bear the name Porsche – the 356 “No. 1” Roadster – was developed on the basis of the Volkswagen. The conclusion of an agreement with Volkswagen proved to be another masterstroke of family cooperation. It included permission for Volkswagen parts to be used in Porsche sports cars, a license fee for every Volkswagen constructed, and the exclusive status as Volkswagen’s general importer for Austria.

Optimistic despite all the setbacks
Starting in 1948, the first rear-engine sports cars of the type 356 were manufactured in Gmünd in small series production under the management of Ferry Porsche. They were presented for the first time by Louise Piëch and Ferry Porsche at the Geneva International Motor Show in 1949. Import operations commenced in Salzburg under the auspices of Louise and Anton Piëch with the importing of the first 14 Volkswagen sedans. A year later, Ferry Porsche moved sports car production to Stuttgart, while Louise and her husband remained in Austria to build up the sales organization. The siblings each held shares in both companies.

The company suffered two strokes of fate during this period of initial recovery – Ferdinand Porsche died on January 30, 1951, aged 75, and only around 18 months later Louise’s husband Anton Piëch died unexpectedly at the age of 57. She was 48 at the time and joined the management of the Salzburg company. “My mother took on this role without hesitation,” says Hans Michel Piëch. “She always took the initiative when this was called for.” This was an expression not only of her understanding of performing one’s duties, but also of her fundamentally positive attitude, he says. Ernst Piëch adds: “She remained optimistic despite all the setbacks.” Her demeanor and responsible manner with employees shaped the corporate culture.

Commercial Councillor
Thanks to the great prudence and commercial intuition of Frau Kommerzialrat (Commercial Councillor), as she was called, Porsche Salzburg evolved into the biggest automobile trading company in Europe over the decades. In a far-reaching decision taken in 1971, Louise Piëch and Ferry Porsche decreed that all family members should withdraw from operational positions in the growing company – both in Salzburg and Stuttgart. Henceforth, the business was only to be run by external managers. Louise Piëch and Ferry Porsche moved to the supervisory bodies. The siblings felt a lifelong connection, also as trusted business partners.

“I would say she was perhaps the more resolute of the two, whereas my uncle was more focused on balance,” says Ernst Piëch, “so they complemented one another very well.” As one of the most successful businesswomen in Austria, Louise Piëch remained the grande dame of Salzburg and a highly respected member of society.

The Turbo “No. 1” she was given for her 70th birthday was by no means her last Porsche. Even at the age of 90, she still liked to get behind the wheel of the sports car that would never have existed without her. “Up until old age, she liked to drive the 911 the most,” says Ernst Piëch, “but by then she knew her limits.”

Louise Piëch died on February 10, 1999, almost a year after her younger brother Ferry. In accordance with family tradition, she, too, was laid to rest in the private chapel at the Schüttgut estate. Living to be 94 years of age, Louise Piëch experienced almost an entire century, and very much shaped the fortunes of the family business through the epochs. “As children, her success story always served as an example to us,” says Hans Michel Piëch.

Text first published in Christophorus Magazine, issue 411.
Author: Thomas Ammann
Photos: Porsche

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG. Please contact newsroom@porsche.com for further information.

Porsche Travel Experience Camp 911 Namibia

(August 29, 2024) – Before the first guests set off on gravel roads and desert sand in their 911 Dakar, an on-site team will clarify the final details and logistical challenges. Because in the vastness of Namibia, surprises are the norm, and the thrill of the unknown is a daily reality.

Just outside the dreamy coastal town of Swakopmund, the beach is thirty, perhaps forty meters wide at low tide. The ice-cold waves of the Atlantic roll in from the west. To the east, deserts, dunes and moun­tains stretch deep into the inland — a vast, untouched and hot land. But if you wanted to, you could continue straight along this narrow band of sand toward the north, up to the border with Angola — more than 700 kilometers. Or 800 kilometers south toward the South African border. Endless. Wild. Vast.

In order to perfectly prepare a Porsche Travel Experience in Namibia, it is necessary to adjust your usual frame of reference to the immense proportions of this country — while at the same time paying close attention to even the smallest details. Nine months before the first guests of the Porsche Travel Experience Camp 911 Namibia experience this unusual country in their off-road 911s in September 2024, we are already on the road with a small groundwork team to iron out the final details and address the truly important questions.

Which challenges will the guests will be able to tackle
For Swen, who primarily works as a Senior Instructor at the Porsche Track Experience and is also a racing driver in long-distance motor racing, today is all about testing which challenges the Porsche Travel Experience guests will be able to tackle in the 911 Dakar.

Which routes can the vehicle handle, when, in just a few months, the first convoys with up to eight guest vehicles will traverse this terrain? What tire pressure is needed for an ideal spin on the beach? The sand is coarse and is providing great traction today. Smooth, damp, hard as a board for a change. And just a few meters further along, it is deceptively soft like quicksand, swallowing everything that comes to a halt. Play, now! This outing can only be undertaken during low tide. Otherwise, there is a risk of sinking so deeply in the first few meters that the only option left is to use the towing hook before the tide returns. What does that mean for the daily schedule in nine months time? When will we even be able to drive on the beach then? Will we come here straight after breakfast from our camp, set up in the middle of the moonscape? Or only after we have taken the morning to discover the trails and breathtaking views of this ancient rocky landscape further inland with the 911 Dakar? Whatever the case, this stage on the beach will certainly be a very special one among the many moments filled with adrenaline and freedom during the tour.

The gravel roads make serious demands on tires
Nils, our technician, will also be there. His major question here on the beach is what logistics will be necessary to lower the tire pressure for all eight guest vehicles as much as needed in as short a time as possible. And after the wild ride, to get the pressure back up as quickly as possi­ble, so everyone can continue driving safely on the gravel road. Those responsible make a note: a mobile compressor needs to be available at the exact point where all the vehicles get back on the road after the trip to the beach. And there is also the question of tires. There is vir­tually no local off-road vehicle here with fewer than two spare tires. The gravel roads, which make up a large part of the Namibian road network, make serious demands on tires. For that reason, the decision to put an additional spare tire on the roof rack of every 911 Dakar was a quick one.

By the time we reach the gravel road heading north, one thing becames abundantly clear. Although Camp 911 Namibia is a typical Porsche Travel Experience, it will be unlike anything that has ever been seen before in this segment. Most other trips in Namibia use comfortable SUVs — like with the Porsche Travel Experience Namibia. Here, guests will be traveling with Cayenne models, digging through the red dunes of Sossusvlei. Or even taking a private plane for the long journey to the Caprivi region in the far northeast of the country and to the world-famous Victoria Falls in the four-border region of Namibia, Botswana, Zimbabwe and Zambia.

At Camp 911 Namibia, the first Porsche Travel Experience with the 911 Dakar, the focus will be on driving — a large part of the route will be on gravel roads and loose terrain. In the bone-dry expanse of Namibia, this primarily means dust. Lots of dust. For the technicians, that means regu­larly checking the engine air filters, which can sometimes become clogged with the abundance of dust. But the dust also means that line-of-sight convoy driving, as is the case with other Porsche Travel Experiences, will not generally be possible at Camp 911 Namibia. The team has decided to significantly increase the distance between the individual vehicles. And instead, to provide even more-precise instructions about the route via radio, meaning that no one will have to travel through the dust clouds made by the vehicle ahead and that everyone will still be able to find the route safely. This necessary change also turned the original schedule of daily stages on its head.

And all of a sudden everyone realizes that we are in Africa. The fascination of this continent also lies in the fact that sur­prises are part of everyday life. In other words, one special feature of a trip like this will also be the ability to spontaneously adapt a good plan if the circumstances so require. And to embrace the experiences that may unexpectedly await you for that very reason.

Trusting your experience and instincts
This is nothing unusual for Melanie. She has been traveling around the world as a tour guide for the Porsche Travel Experience for more than ten years. She has a collection of stamps from over 90 countries in her passport and knows Namibia like the back of her hand. She is well aware that it could be 200 kilometers to the next gas station. The people here also help each other out and no one would drive past a broken-down car without first making sure that everything is okay. And even away from the official roads, when maps and GPS are no longer able to show the route — in that case, it is a matter of trusting your experience and instincts, and reading the terrain in front of you meter by meter.

Matthew, our local guide, is from the Owambo tribe. He grew up here and has crossed the rocky passages of the dry river valleys dozens of times. He is able to find ways through places that for us would other­wise have seemed like the end of the road. With his experience, he constantly finds new passages in the rocky gorges and sometimes even follows the tracks of a wild animal in search of the best route. Thanks to the huge ground clearance of his off-road vehicle, the differential locks and the relentless torque of its V8 engine, he can sometimes just power straight through. With the 911 Dakar, greater foresight and a more thoughtful approach to obstacles will be required — before it can again fully unfold its addictive potential while drifting across the next sandy stretch. It is incredible to see what the 911 Dakar is capable of doing when moved skillfully in this environ­ment. This is also why there will be intensive briefings for the drivers during Camp 911 Namibia, so they can fully utilize their skills and the potential of their vehicles, and master these types of situations with confidence.

Despite the barrenness that shapes the first impression of Namibia, the landscape is full of magnificent surprises — you just have to be able to spot them. Or have it explained to you by local specialists. Purreu-Jacques, known to everyone only as “PJ”, is the member of our exploration team responsible for ensuring that Porsche Travel Experience guests get to enjoy plenty of surprises in addition to the lunar landscapes, dusty roads and challenging sand passages. His knowledge knows no bounds. Once he surprised us with a plant whose sap is said to be an excellent remedy for the sun­burns that are so easy to get here. He explained how you can survive in the desert for days without water in an emergency. He skillfully removed the stinger from a scorpion and placed it on a forearm. He transformed a small gecko into an extravagant earring before it quickly sought refuge under the nearest rock. And of course he was the first to discover the two lionesses with their cubs in the Etosha National Park, feasting on a recent zebra kill in the shade of a tree.

After days of navigating dusty gravel roads and confronting challenging driving routes, it is the wild animals moving across the endless expanses of the Etosha National Park — and unimpressed by our small convoy — that are the final highlight of the trip. When giraffes, herds of zebras, and springboks cross the road right in front of the windshield of our 911 Dakar, when gray desert elephants capture our attention, or when rhinos start quarreling at the waterhole in front of our lodge, just a few meters away from us and our sundowners, it becomes crystal clear that there is hardly a more fitting place in the world to experience the 911 Dakar in its natural habitat. Welcome to the Namibia adventure.

Text first published in the Porsche magazine STORIES.
Author: Berthold Dörrich
Photos: Moritz Attenberger, Berthold Dörrich

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG.

The Porsche 928 that went surfing

(July 26, 2024) – Porsche and the surfing lifestyle are a perfect partnership. For proof of this, one need look no further than the 928 Surfari – an unlikely project dreamt up, and realized, by a passionate Polish surfing community.

The story of the 928 Surfari begins many years ago, with a connection between a father and son. Hard work helped to create a community around their campsite and watersports business on the Hel peninsula of Poland’s Baltic coast, but it also brought an opportunity to indulge in a passion for cars. After all, when your father introduces you to the world of Porsche, there’s nothing to do but embrace it.

This is how Tadeusz Elwart, the manager of Chałupy 6 campsite and originator of the Hel Riders festival, was steeped in Porsche vibes from an early age. Growing up with that passion mixed with a life next to the sea, these ideas become entangled. And if you’ve got your dream Porsche in the garage already, then you maybe start looking for even bigger ideas: and so it came to be that, during the dynamic growth of the Hel Riders festival, the idea of a 928 Surfari was first formed.

Unique, unusual and almost impossible to create
What would sound like an insurmountable challenge to many was positive encouragement to the Hel Riders team tasked with the creation of this unique ‘surf car’. The brief? To create a Porsche capable of tackling off-road terrain but that would also be the perfect beach-crawler and surf-taxi to dispatch its occupants to the beach as soon as the big waves are spotted.

But how does one go about achieving this? Well, the 928 provided a great starting point – a classic Porsche V8 engine. Anyone who’s heard this engine will know just how special it is – and that power wouldn’t be an issue. But other challenges soon began to present themselves: how to adjust the gearbox, differential and suspension to turn a 928 into a beach buggy, for example. Enter Tomasz Staniszewski, a genius engineer and rally driver who had just finished the Classic Dakar Rally in his self-built Porsche 924. Staniszewski knew the project would be ultra-demanding, but he found the solutions to achieve its goal: to create a 928 with surfing in its soul.

The Surfari was built with local talents, so the styling is the work of Lange & Lange. These twin brothers have been part of the Chałupy 6 scene for decades, and it is they who are responsible for the look of the car.

After its debut at the Hel Riders festival, it was time for a Surfari road trip, and the car gathered a convoy and made its way Sylt, in Germany, for the Petro-Surf air-cooled Porsche festival and then on to the island of Rømø in Denmark. They proved to be the perfect places to truly test the 928, while allowing it to connect with its natural environment – with the whole Hel Riders team watching the 928 Surfari cruising on the beach. Now, as the story continues, all that’s left is to wait for the next wave.

Return: with a 911 Turbo through Paris for the 50th birthday

(July 1, 2024) – The 1974 world premiere of the 911 Turbo at the Paris Motor Show caused a sensation. We return to a place that saw the dawning of a new era half a century ago to tell a story of boldness, energy, and timeless elegance.

The Turbo is brimming with consistency and energy. Immense dynamism that has a great deal to do with the entrepreneurial boldness behind it. Because it’s not enough to simply equip an exceptional product with performance. It takes attitude, too. With its strong character, the Turbo embodies the Porsche principle. It is sometimes synonymous with the brand.

Paris is a place of energy for the Turbo
Half a century ago, it gained social acceptance at Porte de Versailles. The world had just come through the oil crisis. Driving on Sundays had been banned in Germany as a result. And this was still hanging in the air at the exhibition halls. To be unveiling a new sports car that was as fast and as powerful as this now of all times was a bold move. Back in Germany, too, where they were celebrating winning the World Cup, some doubts were being voiced. But the Porsche press release back then spoke about the Turbo in unashamedly proud terms: “In spite of its outstanding performance, the new Porsche dispenses with all the negative attributes of conventional peak performance. Its design is neither hard nor spartan, and its running is not sensitive.” That October 50 years ago, motorsport technology culminated in the luxury segment. In a class of its own, the 911 Turbo laid claim to special status from the outset. Some call it an authority. But what has certainly always been there is huge respect.

Turbo has become a life philosophy
In the Olympic city of 1924 and 2024, Baron Pierre de Coubertin comes to mind. In establishing the modern Olympic Games, the Parisian championed international competition under a motto which applies to everyone equally: faster, higher, stronger. Many are brimming with energy, but at the Olympics it’s all about bringing this to a head at just the right moment. What an appealing idea to have the Turbo make an appearance in the Stade de France. As the ace, the trump card that it became in the game of car quartet.

Turbo has become a life philosophy: giving it all; demonstrating what’s possible. The term has entered common parlance, representing a benchmark. In Germany, there is the “Turbo-Abitur” or fast-track high school diploma. Self-help guides explain how to turbocharge your business, productivity, self-awareness, and so on. Even the latest version of the AI application ChatGPT features the affix “Turbo.” It’s a powerful word, a word that really packs a punch.

A Turbo even defies the old adage that you cannot live on love and fresh air alone. Oh yes you can. And where, if not here? Behind us in the rear, the engine exhaust is driving a turbine which is in turn forcing compressed air into the cylinders. In the city of love with its 37 bridges over the River Seine, everything appears to be romantically connected. Enjoyment to the fullest is a question of attitude, flourishing in your own, personal responsiveness.

A car that can take your breath away
The return to Paris becomes an accelerated love story. With a car that can take your breath away. Generously sized air intakes provide it with its lifeblood: oxygen. From every angle, the tail looks uplifting. Even the early days of the Porsche Sport Driving School can be traced back to the Turbo as for some, this first assertive, series production 911 was difficult to control. The turbo lag, that deceptive quiet before the volcanic eruption, is now just a distant memory. And once someone had mastered it, they didn’t want to go without that boost anymore anyway. It’s all a question of control. But even Turbo generations later, a test driver still noted: “Its fans will be delighted as it’s still a beast.”

“Paris is a moveable feast,” wrote Ernest Hemingway. The streets of Montparnasse taught the Nobel laureate that we all should be happy as kings since the world is full of so many things. He never got to know our king of sports cars, but he presumably would have liked it.

Moving on from this foray into literature and into the city, it’s time to delight in the next historical Turbo encounter: France is also the home of the turbine, which was invented exactly 200 years ago by the engineer Claude Burdin, originally as a waterwheel. The Latin word for vortex – or, its genitive form turbinis – was the inspiration for the Turbo – a discovery that still makes Turbo fans’ minds spin to this day.

In what other sports car is braking just as enjoyable as accelerating? It’s the continuation of elegance with brute force. The Turbo has never been about showiness, but it does demonstrate a healthy degree of defiance when decelerating. Outstanding characteristics for anyone who can easily cope with pressure. But fret not – simply knowing the option is there is reassuring. Effect, ability, capability – the maximized spirit of the Turbo has a great deal to do with supremacy. Which is seemingly transferred to the steering wheel with the subtle whistling you hear when the turbocharger kicks in. The unmistakable sound of a Turbo quickly reaches the ear, from where it makes the soul vibrate. Even Herbert von Karajan, an enthusiastic conductor, including behind the wheel of his 911 Turbo, saw the interplay of man, machine, and the engine as an orchestra. Harmony in prestissimo. Timbre: rich.

A Turbo doesn’t need a specific destination. It is not only technically that it embodies an eternal sense of adventure. Each and every generation is a consequence of progress and is endowed with the same intriguing appeal that surrounded it at its motor show debut back in 1974. Unsurprisingly, it gets your thoughts in a spin. The pace of the day drives us out of the city – to the exquisite and regal Palace of Versailles. This is not goodbye. We add a Hemingway sentence to the Turbo’s logbook: “If you are lucky enough to have lived in Paris as a young man, then wherever you go for the rest of your life, it stays with you.”

Text first published in the Porsche magazine Christophorus 411.
Author: Elmar Brümmer
Photo: Vince Perraud

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG.

He Wants to Drive a Million Miles in His Porsche. He’s Not That Far OffTom “T2” Thalmann, 57, an independent consultant in the biotech industry who lives in South Kingstown, R.I., on his 2003 Porsche 911 Turbo, as told to A.J. Baime for the Wall Street Journal.

(April 7, 2024) – When I was growing up in Rhode Island, around this time of year, my parents’ tax attorney used to show up at our house in an early ’70s Porsche 911. It was chocolate brown with a light-tan interior. I would stand in the driveway staring at the lines of that car for hours. When I was in high school, I hung a Porsche logo in my locker. I just always wanted a 911.

In July of 2003, there was a silver 911 Turbo at my local Porsche dealer. At that point, I was working locally, but I knew my job was going to take me up to the Boston area for commutes. I love the ocean and didn’t want to leave Rhode Island, so I was going to spend long hours in my car. I walked into the dealership and asked the mechanic about the 911 Turbo.

I asked, “Have you seen anything about this car I need to worry about?” He said, “This car is bulletproof. Just change the oil. That’s all you have to do.” When I told the salesman that I wanted the 911 Turbo, he said, “Most of my clients are repeat customers and they keep trading up to the Turbo. But not you.” I was going straight for the top.

Now nearly 21 years later, this car is still my daily driver. It has over 700,000 miles, and I have calculated that I have spent 1.33 years of my life in the driver’s seat going an average of 60 mph. When I am not going to work, I love the experience of getting in the car and just going. I will go out for a gallon of milk and return two hours later. I will find some restaurant and stop for a bite, and chat up some people about the car. They’ll hear the mileage and go, “Wait, how many miles did you say?”

The 911 Turbo is its own model with its own heritage. Porsche came out with the Turbo in the mid-’70s, basically a high-performance version of the flagship 911. The company still makes the 911 Turbo today. My car is of the 996 generation, the first liquid-cooled 911. It has all-wheel drive and a 3.6-liter twin-turbo flat six-cylinder engine. If you have never put snow tires on a 911 Turbo and taken it out in 10 inches of fluffy snow, you don’t know what you’re missing. It’s probably one of the most capable snow cars I have ever driven.

Anyone can sit in the driver seat, take the key in your left hand, stick it in the slot and, as you’re turning it to the right, the smile comes onto your face. When I sit in the car, I become part of it and it becomes part of me. It’s a surreal experience, even after over 20 years. I upgraded the radio about four years ago, so now I have a touch screen, Android and Spotify. The world is at my disposal.

I have made friends with some people at the Porsche factory in Germany. When I get to one million miles, my dream is to ship the car back to where it was born, let them do a restoration dance on it, and have them put it in the Porsche museum for however long they want. Then I will take delivery of my new million-mile Porsche and drive it for three months through Switzerland, Austria and Germany. I’ll have it shipped back to the U.S., and I will drive it until I can’t drive anymore.

Author: A.J. Baime
Photo: Philip Keith for The Wall Street Journal

Copyright: All images published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of the Wall Street Journal.

The ‘quarter millionaire’

(February 26, 2024) – Real wealth is not measured in millions, but in experiences. The Porsche experience was in focus for Markus Hebgen when he bought his first G-Series 911. The ‘millionaire’ surprise came much later.

“I guess you’re going to have to buy it”
“I was rather naïvely searching for a 911 on the Internet, without really knowing what I was doing. A budget of 30,000 Euros was more or less my only criterion. The selection, however, was quite meagre.” Hebgen remembers that he then increased his budget by 5,000 Euros – and found what he was looking for relatively quickly.

“A particular special Porsche 911 Carrera, built in 1987 and with a mileage of 160,000 kilometres, was being offered by a dealer near Koblenz on behalf of a customer. The photos of the car instantly appealed to me, so my partner and I took off to have a look at it.” Once he saw it, Markus Hebgen was smitten. “The car looked very well maintained, both inside and out, so I really didn’t have to think about it for very long.” The actual decision to buy, however, came down to the response of his partner Petra, whom he had met two years earlier. She saw the gleam in Hebgen’s eyes and immediately said: “I guess you’re going to have to buy it.” After just a few hours to consider it, he’d signed the purchase contract.

The next morning, however, he received a surprising and distressing call from the dealer. After he had informed his customer about the sale, the customer suddenly wanted to keep the car despite the contract having already been concluded. But Hebgen wasn’t about to accept that. With a great deal of sensitivity, the dealer finally managed to complete the purchase without any further problems.

And that’s how Hebgen became the proud owner of a ‘quarter millionaire’ – although he didn’t yet realise its significance. “But of course, I did some research on my car online and was able to gather some information.” He learned that, in the summer of 1987, Porsche produced a limited-edition anniversary model as a Coupé, Targa and Cabriolet to mark the 250,000th 911 produced – hence the ’quarter millionaire’ nickname. A total of 875 cars were made – 505 Coupés, 165 Targas and 205 Cabriolets.

The car is maintained with passion
Only 250 of the cars were intended for the German market. From the outside, the anniversary model could be identified by its custom Diamond Blue Metallic paint and 15-inch Fuchs rims, the wheel centres of which were finished in the same colour as the car’s body. The Coupés were equipped with a sliding sunroof. The interior was partly finished in leather with the same Silver Blue Metallic paint as the exterior on the door panels, steering wheel, gearshift gaiter and gear knob. The front seats and rear bench were also upholstered in leather, and Ferry Porsche’s autograph was stitched into the headrests. The carpet and the luggage compartment floor were finished in Silver Grey silk velour. There was also an anniversary plaque on the cover of the glove box. Other features include a short-throw gearshift and the omission of ‘Carrera’ lettering on the bonnet.

It was only about a year later that Hebgen realised what a gem he had his hands on. He had driven his 911 to the summer festival at Frankfurt’s Klassikstadt vehicle centre. As always, there were prizes on offer for exceptional cars. The jury was so excited by the ‘quarter millionaire’ car that Hebgen’s 911 was awarded first prize. “I couldn’t believe it at first. Sure, I thought my car was great, even back then, but it was only in that moment that I realised what a special Porsche I had in my garage.”

The deciding factor for the award at Klassikstadt was not only the well-kept condition of the car, but also the fact that a lot of the original ancillary equipment from the car’s first registration in Augsburg remained onboard. This included, for example, the vehicle registration cover and the plastic tarpaulins used to cover the ground so that a tyre could be placed down cleanly in the event of a puncture.

Hebgen continues to maintain his 911 with real passion. He drives it as little as possible, and only in good weather. The car’s odometer shows just 200,000 km – 40,000 km in 13 years is very much gentle use. The interior shows just as little wear and tear as you might expect. Hebgen is a little saddened by the fact that another car hit it and damaged its passenger side some time ago. The damage was not very extensive, but it was hard to match the paint colour of Hebgen’s gem after the repair. “I kept mixing and tinkering with the painter. It must have taken 20 attempts to get just the right shade.”

Hebgen has yet to experience the same kind of problems with another Porsche he owns. His Junior 109 tractor has the same brilliant red paintwork it had when it rolled off the production line. “An acquaintance of mine emigrated to the US in 2014. When he was disposing of his fleet of vehicles, he offered me the tractor. I simply couldn’t resist.” The Junior had first been registered in 1964 but some parts still bear the recognisable manufacturing year of 1962. “That was common practice, as tractors were usually assembled bit by bit,” says Hebgen, who, in this case too, only later delved deeper into the history of the vehicle.

The dapper little tractor doesn’t see much use, however. At the weekend, the Junior 109 is used as a set of wheels for picking up bread rolls for breakfast. The local carnival association is also very pleased when Hebgen brings his tractor to pull a float at the annual parade.

Text first published in the magazine Porsche Klassik 29
Author: Wolfgang Schäfer
Photo: Theo Barth

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG.

A spot of motor racing at home

(February 16, 2024) – Marc Clormann was always destined to dedicate himself to the aesthetics of objects: his relatives are church painters, artists and other creatives. Marc Clormann grew up with a love of designing and the creation of artistic interpretation. He’s now 52 years old, but even while still at school he earned his pocket money with paint. “Airbrushing was big at the time, with a huge scene revolving around it. I designed bonnets, motorbike petrol tanks and cover caps for off-road vehicles using an airbrush,” Clormann recalls.

Not long afterwards he decorated a motorhome with holiday motifs. On the left a kite in the sky, on the right a camel in the desert, and a surfer in the background. “I’ve always enjoyed playing around with paint.” We’re talking about the 1980s, a time when it wasn’t yet possible to fit multi-colored wraps on cars. He later studied communication and industrial design, worked as a freelance designer, and ultimately opened his own design agency.

Porsche meet-ups, driving excursions or dawn photoshoots
He works with unusual packaging and corporate designs, and develops solutions that entice buyers and make an important contribution to the branding process. Simply put, his work confers charisma. He lives with his two children in a farmhouse that has stood for over a century in Penzing, in the Upper Bavarian district of Landsberg am Lech, Germany. “I love the countryside, classic motorsport and air-cooled Porsches,” he says. Appropriately, his social media community knows him as @911.landluft, and his followers accompany him to Porsche meet-ups, driving excursions or dawn photoshoots.

A few years ago, Clormann began buying old Porsche bonnets and started on an artistic journey through time. A journey to the motorsport of decades past. He adds that he also collects old racing suits and jackets with genuine emblems. This is all the history he needs.

“I don’t have to hang an engine on the wall to be reminded of a race that I watched ages ago. But depicting the emotions of that time on a bonnet is really exciting,” he explains. He tries to build the story behind all the dents, the rust and the other would-be defects to be found on used bonnets. “The metal is the canvas on which I recreate historic motor racing designs. First, I compose an artistic interpretation,” he says.

The procedure is as follows: cleaning, grinding, priming – creating an ideal base. Then he sketches the planned design on the bonnet, masks the contours precisely, then starts painting with acrylic, brushes and – above all – technical skill and precision. Acrylic adheres particularly well to metal that has been prepared accordingly. It also dries quickly and allows different colors to be mixed perfectly to achieve the desired nuance. “It often takes more than 30 hours to finish a bonnet. I’m a big fan of patina. I’m more fascinated by old cars with defects and a visible history than by highly polished garage queens,” he reveals. At the end of the day, he’s not a collector, but an artist who loves to create and modify. “I’m a designer. I drive a Porsche because I love its overall aesthetic – but I also love to optimise.”

Depending on what the customer wants and how much rust can be seen, he grinds and adds patina to a greater or lesser degree – some customers even ask for a finish in 24-carat gold leaf. Finally, he adorns his colorful works with grilles, emblems and logos, preferably using old parts here as well.

Fascinated by the so-called golden era of motorsport, Clormann wants his bonnets to transport the aura of motor racing into the here and now. In garages, living rooms, offices – for dreaming and journeying into the past. “When I’m painting I like to remember how it felt when motor racing was becoming a really big thing. When the spectators were only half a meter from the track. It’s unimaginable in today’s motorsport.” Despite the dangers, of which he is conscious, he loves how much was allowed back then, how many things a driver had to decide without radio contact with a team.

Golden era of motorsport
“These emotions I feel while I’m painting – I want to pass them on to my customers,” says Clormann, explaining his wall art. Motorsport has lived through many eras in the past decades, with its golden era reaching a climax in the 1960s and 1970s. This era was defined by enormous achievements, groundbreaking technology and legendary races with intense rivalries. The drivers and engineers of this time were pioneers, constantly searching for new ways to extend the boundaries of what was possible.

Clormann likes to watch old motor racing videos, drawing inspiration from them during the creative process. And from his own 911 cars – for example, a 1984 G-Series in Light Brown Metallic and a specially built backdated model. “Porsche created a gold standard with the 911. Its outline and image are legendary. An iconic design has an incredibly powerful effect,” he says. He sifts through some used bonnets leaning against the brick wall of his garage studio. Here, in the middle of an old barn, he has also created a lounge as a meeting place for fans of air-cooled boxer engines.

Teamwork, ambition and the pursuit of perfection
His eyes linger on the Gulf Racing design, but he remains silent. The light-blue background with blue and orange stripes is a reminder of one of the most famous racing cars of all time: the Porsche 917. Clormann takes out a bonnet bearing the Jägermeister stag and starts rhapsodizing about the legendary Jägermeister paintwork. The orange Porsche 911 RSR from 1974 wasn’t just an old racing car, he says, but a legend from a bygone era. As with many motorsport designs of the time, the Jägermeister paintwork also represents the courage of the driver, the innovation of the manufacturer, as well as teamwork, ambition and the pursuit of perfection. “The ‘Grello’ 911 from Manthey Racing with its color combination of luminous yellow and green is also going to be an icon, I’m certain,” Clormann predicts.

Weather permitting, he likes to paint outdoors in the heart of nature, behind him the little stream on which the sports fan with an eye for historic boats and surfing likes to paddleboard with his children. His Porsche is parked nearby, music can be heard, and maybe his cat, Wuschel, is taking a walk in the yard. “After three decades as a designer using mostly digital resources, I tend more and more to seek out analogue activities in my free time. I no longer feel like spending 12 hours a day in front of a screen.” After the sudden passing of his wife Ulrike last spring, he draws strength from the creative process, the associated journey through time, and the calm that he finds beyond the screen. With all the quiet and noisy stories looming behind his canvas. Of victories and defeats, tough duels and great rivalries, friendships and icons.

Text first published in the magazine Porsche Klassik 29
Author: Christina Rahmes
Photo: Markus Bolsinger

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG.

Buying my first Porsche and everything after, part 1

(January 2, 1024) – When I was a kid, the bubbly shape of my father’s Porsche 356s made me fall in love with cars. So, too, did the high, happy engine melody and the wind rushing through my hair as I sat on the Speedster’s precarious rear seats (sans seat belts, of course—this was the late ’70s after all). Porsche was a sacred part of my childhood that scored a mark on my heart, but life happened and I never thought I’d be in a position to buy one of my own.

An ember in the form of a neighbor’s 1965 Togo Brown 356C Coupe kept my hopes faintly alive for fourteen years as I passed it almost daily in our apartment’s communal parking garage. It was rough around the edges and it didn’t run, but I never stopped pining for that car.

My Porsche dream reignited after I made a pivot to become an automotive journalist. My resolve growing stronger, I even convinced her to let me to pull it out into the light for a wash. No matter how many times I asked about buying it, though, she demurred. I looked up its value in the Hagerty Price Guide and offered her what I thought would be a fair price considering the work it needed but, in her mind, it should have been worth tens of thousands more. And it would be, if it ran. But a clean 356 isn’t cheap, and values have shot up over 50% from the mid-2010s to today. There was no way I could afford that.

So, I did what a lot of buyers do after getting priced out of their dream car – I looked for alternatives. The 356s spoke to me, sure, but I always loved the look of the early 911s, too. I also knew that the 912 combined the 911 platform with smaller four-cylinder engine of the 356. Just like when it came out in 1965, the 912 offers a more affordable alternative. When I started checking out prices, I saw two interesting things: First, 912 values had recently risen, but not to astronomical heights. Second, I noticed that the bump in 912 prices seemed to have pushed up 911 prices of the same vintage. Or maybe it was the other way around. As those early 911s became more unattainable, the 912s caught the attention of interested buyers like me. Either way, emboldened with this knowledge, I was determined to strike quickly.

I made the mistake of setting notifications from auction websites for 912s. It didn’t take many dings in my email inbox to see that 912s started coming up for sale fast and furious, and with each increasing sold price or “reserve not met” notification it seemed prudent to get on with it if this was something I genuinely wanted.

Text first published on Hagerty Insider
Author and photo: Lyn Woodward

© 1996— 2024 The Hagerty Group, LLC.

25 years later, fate and a mistake brought my ’65 GTO back home

(December 15, 2023) – On my birthday in 1985, my first car drove off into the sunset. It was a black-on-black 1965 Pontiac GTO I’d found in the For Sale section of a Tulsa newspaper and bought for $2000 cash—earnings from two years working at a department store. For five years, it was my only car. I drove it, crashed it, had the engine rebuilt by our school shop class, and rebuilt it again over one summer. I even swapped in a 12-bolt, 4.11:1 rear-end (bad idea, but seemed cool at the time). But during college, I had to sell it because I couldn’t afford the gas, tires, oil, and insurance.

I’d always told myself that, someday, I’d get another. In 2020, I was surfing Hemmings for ’65 GTOs and found one in Connecticut: Coupe, factory A/C, four-speed, power steering, and brakes. It was originally painted gold with a gold interior but had since been changed to black on black. I live in Florida now, where that color combination is impractical, but the memory of my first car kept pulling me back. My wife, Alli, added, “You aren’t getting any younger.” After thanking her for reminding me, I also thanked her for being supportive and called the dealer.

The car appeared fully restored and had PHS documentation and a billing history card. A local inspector put it on a rack, drove it, photographed it, measured the paint depth, and provided me with an appraisal. After some haggling, the car was on a transporter.

While awaiting the arrival of my new GTO, I dug out the documentation from my old one, which included a set of taped-together keys and an Oklahoma registration. Comparing VINs, I was pleased to note the numbers were only 50 digits apart—277 for the old one and 227 for the new one. But then I realized the photos of the VIN that the appraiser had provided didn’t match what was in his report. Concerned, I called him. “The VIN on the car has clearly never been tampered with,” he said, apologizing for having made an error in his transcription. “The correct VIN ends in 277, not 227.”I felt flush. “If the VIN is correct,” I told him, “This is the first car I ever bought!” Neither the inspector nor my wife could believe it. When the car arrived, I cracked the Scotch tape on my old set of keys and stuck one in the ignition switch. It turned.

My Pontiac had changed during our time apart. A big dent I’d put in the rear quarter was gone, as were the steel sheets I’d (clumsily) pop-riveted into the rusted trunk. The car had been treated to options such as Tri-Power carbs. I’ve continued the improvements, including paint color correction and a set of Coker radial redline tires with a bias-ply look. It has trophied twice at the Festivals of Speed in Orlando, and we’ve put on a few thousand miles driving to nearby towns. I could have bought another GTO and would have been perfectly happy reliving my youth with that car. But my actual first car? It’s abundantly clear to me how rare that is.

Text first published in Hagerty Magazine Member Stories
Author: Randy Brown
Photo: Brandon Connely

© 1996— 2024 The Hagerty Group, LLC.

Bringing the Austro-Daimler ADS-R “Sascha“ back home

(December 4, 2023) – Back to the roots: more than a hundred years ago, Ferdinand Porsche designed an extraordinary race car, the Austro-Daimler ADS-R, in Wiener Neustadt, Austria. Today, Christophorus and 9:11 Magazine bring the former Targa Florio class champion, whose nickname is Sascha, back home.

Following a vigorous turn of the crank, the gas pedal is applied ever so gently, producing the sound that everyone’s been waiting for. Passersby reach for their smartphones, cafe owners step out onto their terraces, and curious faces appear in the windows of the old, historical buildings. Everyone knows that’s not the roar of an everyday car. And they’re right! The powerful litany of sounds stems from the water-cooled 1.1-liter four-cylinder engine of an Austro-Daimler ADS-R, a race car designed by Ferdinand Porsche more than a hundred years ago. It’s currently the oldest drivable model at the Porsche Museum – and the man at the crank is Jan Heidak, vehicle service attendant and the youngest employee at the museum workshop. He and his boss Kuno Werner spent months working on the antique car to get it up and running again. Today they’re bringing it back home to its place of birth in Wiener Neustadt, Austria – at the request of Christophorus.

The visionary’s dream
Ferdinand Porsche began working on his groundbreaking idea in 1920. At that time, 45-year-old Porsche was Managing Director of automobile manufacturer Austro-Daimler in Wiener Neustadt, about 60 kilometers south of Vienna. His vision was to develop a small, lightweight, and affordable car for the people and produce it in large quantities. Porsche, who was already a well-known designer even then, was therefore decades ahead of mass motorization. He found an ally in Alexander Joseph Graf Kolowrat-Krakowsky, who went by the name Sascha. Kolowrat was not only a co-owner of Austro-Daimler, but also a movie producer and avid motorsport fan. The planned series production car required approval from the Austro-Daimler Executive Board, which was skeptical about the project. Porsche was certain that all it would take to win over the critics was positive attention following a race. So in addition to the originally planned small car with a displacement of just 1,100 cc, he also designed a racing version, the ADS-R. Because Kolowrat financed the project, the vehicle was named Sascha after him. The result was a lightweight, 598-kilogram race car, a milestone on the path to the planned four-seater series.

Four prototypes celebrated their premiere in 1922 at Targa Florio, the daring road race through the Sicilian Madonie mountains. The vehicles weren’t finished until just before the race. Porsche employees painted the four aluminum bodies red during the train journey to ensure they wouldn’t stand out and get stolen in Italy. To make them easier to identify from afar, Kolowrat applied playing card symbols to the bodies.

Of the three that competed in the 1.1‑liter class, one, driven by Kolowrat himself, had to drop out due to engine issues and the other two both secured a 1-2 victory in the class. Equipped with a 1.5-liter engine, the fourth Sascha race car went up against the competition in the stronger, open class and, after 432 kilometers, 6,000 turns, and gradients of up to 12.5 percent, secured 19th place in the overall ranking – with a top speed of 144 kmh.

The Italian press hailed the ADS-R as “the revelation of the Targa Florio.” Most impressively, Sascha competed against vehicles with engines that were up to five times more powerful – and its average speed was ultimately just 8 kmh less. The Austro-Daimler Executive Board also took notice of what happened, yet refrained from taking action. So Sascha continued to compete, winning another 22 out of 52 races. And still, the Executive Board eventually rejected series production for financial reasons and due to inflation, stating that Austria was too small to offer a suitable market. So all that remained was the few prototypes of the ADS-R and Ferdinand Porsche’s idea of a lightweight, affordable car, which he would continue to pursue undeterred.

Finally home
Back to Wiener Neustadt in 2023. Many buildings on the sun-filled Herrengasse are protected as historical monuments, some of which go back to the Middle Ages. Jan Heidak applies the gas pedal and – after more than a hundred years – Sascha’s wheels begin to turn again. It cruises the streets of the old town, circles the late-Romanesque cathedral, and rolls through the gate of the 13th-century Reckturm tower. This is roughly what it must have looked like when the people of Wiener Neustadt had the pleasure of seeing it drive by all those years ago. While many of the Porsche monuments such as the Austro-Daimler factory halls are no longer there, streets like Ferdinand-Porsche-Ring pay tribute to the historical heritage.

Today, Heidak is the only one who knows how it feels to drive the race car. “Sascha was built for other road surfaces. We actually have too much grip, are too fast, and have high forces,” he explains during a break. “But it’s still a lot of fun. You can feel every vibration. Hear how the engine’s performing. There’s no power steering, so you need a lot of strength and sensitivity.” Goggles are also a definite must as the front wheels throw up dust off the road. But Heidak enjoys all of that. “And it’s an absolute honor to drive through this scenery.”

Learning from Ferdinand Porsche
He then hops back into the race car. There’s no seat belt, no lights. There’s an emergency seat for the mechanic next to the driver’s seat, which was common in race cars at that time. The pedals are also unusual: the clutch is on the left, the brake on the right, and the gas in the middle. “We didn’t realize just how much there was to understand about Sascha until we got started on the project,” explains Workshop Manager Kuno Werner. “When we were working on the powertrain, we had to think like the designers did back then.” There are more than 700 historical vehicles at the Porsche Museum, but very few from this period.

“Drum brakes with cable pulls, for example, are very unusual today,” explains Werner. “For the engine, we enlisted the help of an expert in prewar engines.” A few special tools had to be produced before restoration could even begin, at which time the experts recognized the first DNA characteristics of today’s Porsche. “Lightweight aluminum design, the low center of gravity,” says Werner. “Those are a common thread throughout the history of our sports car.” Aluminum was even more expensive back then than it is today. Still, Ferdinand Porsche made the decision to use it to boost performance, which is also inextricably linked to the Porsche name today.

Rebirth is only the beginning
It’s afternoon, and suddenly the car won’t start. Cranking, pushing – nothing helps. A nervous energy takes hold of the team. Except for Werner and Heidak. With very few words exchanged between them, they get to work. They know exactly what they’re doing. And not even 15 minutes later, we hear the now-familiar sound of the race car. “We had to replace a spark plug,” explains Werner. “It’s completely normal for something like that to happen when you’re driving such an old car. We were expecting that.” Werner himself is proof that you never stop learning. He has been with Porsche for almost 27 years, and still the project was a challenge.

“When we first got started, I didn’t know much about Sascha,” says the 49-year-old. “For me, the company’s history begins later. But it’s interesting when you delve further into the company story and discover many things you’re already familiar with in other vehicles.” The race car now runs just like it did before: a 598-kilogram lightweight, 50 PS at 4,500 rpm, an in-line four-cylinder engine with camshaft above, and a displacement of 1,100 cc. “It’s a dream job,” says Heidak when asked about the experience. “We work in a museum workshop with vehicles from more than a hundred years of automotive history. And one of those highlights is Sascha. It’s extraordinary.”

The 29-year-old goes for one last drive – through Burggasse and alongside the historic city wall. Kuno Werner stands at the edge of the street with a satisfied smile on his face. “Bringing Sascha back home was a team effort and quite an achievement,” he says. Restoration was a mammoth project requiring the help of Weissach Development Centre employees, retired employees, and external service providers. “But that was just the beginning,” says Werner. The idea is to continue incorporating Sascha into the company’s activities, with authentic reports about the roots of Porsche DNA. 

Text first published in the Porsche magazine Christophorus 409.
Author: Matthias Kriegel
Photos: Heiko Simayer

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG.

John Oates in search of his Karma Carrera

November 13, 2023 – John Oates is one of the most successful pop musicians in the world. But he was long plagued by a yearning for his lost 911. The story of a search.

There’s a natural, powerful connection between John Oates and Porsche. The musician was born in April 1948, the same year the brand’s first sports car, the 356 “No. 1” Roadster, was released. Porsche is celebrating 75 years of sports cars, and John Oates is turning 75. Two peas in a pod. The US American achieved global fame in the 1970s as part of the pop duo Hall & Oates. He has helped shape the world of music and still performs on stage to this day. It’s his passion, his artistic expression, and the dream that inspires him. Now a member of the Rock & Roll Hall of Fame, he has reinvented himself time and time again – just like Porsche.

Oates remembers seeing a Porsche 356 for the first time when he was just five years old, which marked the beginning of a lifelong relationship. It wasn’t until he achieved a certain level of success in his career that he was able to indulge in his passion. “I had just made money for the first time in the music business and was driving past Beverly Hills Porsche when I saw a 911 Turbo in the window,” he recalls. “It was red and had gold BBS wheels. I ended up driving it across the country twice.”

Doors continued to open. Hall & Oates, the group he formed with Daryl Hall, would go on to become one of the most successful musical duos of all time, creating global hits like Maneater and Out of Touch and selling some 40 million albums over a period of five decades. Oates’ obsession with Porsche reached new heights when he met race car driver Richard Lloyd on tour in Germany in the early 1980s. “He was a music fan, and I was a race fan,” says Oates. Lloyd arranged a Porsche factory tour in Stuttgart-Zuffenhausen, where Oates met with a representative of the special request department. He took advantage of the opportunity to treat a brand-new 911 Carrera 3.2 as his blank canvas, ordering the vehicle with a special Pearl White finish, black Fuchs rims, and leather equipment in Dove Grey.

The lost Carrera 
Oates enjoyed driving the 911 and even picked up his future wife, Aimee, in the car on their first date. Memories were forged around the 911. But when downsizing his collection several years later, he decided to part with the Carrera, a decision he would come to regret a short time later. But there was no trace of it when he went looking for it. Many years later, Oates continued to make music as a solo artist, with the lost Carrera always in the back of his mind.

He and his wife Aimee now drive other Porsche models. Oates’ collection includes a 911 S built in 1967 and a 911 Turbo (964). Aimee recently acquired a Macan GTS in Python Green. “I’m the flower girl,” she says of her choice. “I want this color.” She also uses her Macan to transport plants for what her husband describes as the “zodiac enchanted garden” surrounding their house outside of Nashville, Tennessee.

For the couple’s 25th anniversary, they decided that giving back would be the ultimate present to each other, so they donated a Tiga SC84 Sports 2000, a 1980s race car, to the Amelia Island Concours. “When you give things away, sometimes you get things back,” says John Oates.

Karma Carrera
Shortly thereafter, the couple spotted a Porsche on an auction site listing a 1984 911 Carrera “believed to be a special ordered by John Oates.” The 911 was, without a doubt, his special-order car. Oates joined the auction and bid anonymously, which proved to be a nerve-racking experience. But it was meant to be, and they got the 911 back that held so many memories. “The cool part is that the other owners hardly put any miles on it, and they kept it exactly as it was. It’s like it’s out of a time machine,” says Oates. Choosing to preserve the car’s aesthetics, he opted for a light mechanical refurbishment by Porsche Classic. Their name for the reacquired 911, Karma Carrera, says it all. “This is a car that represents our history together,” he says. “A car we can hand down to our son. It’s an heirloom.”

Until that day comes, John Oates will continue to make appearances at Porsche community events with Karma Carrera. “I feel a special sense of camaraderie and just love engaging with all that.” When he wants to get away from it all, he goes for a drive through the vast landscapes of Tennessee. “Driving is therapy for me. I’ll go out early in the morning and clear my head. No radio, nothing but the sound of the car.” That, too, is music to his ears.

Text first published in the Porsche magazine Christophorus 408.
Author: Basem Wasef
Photos: Michael Alan Ross

Copyright: All images, videos and audio files published in this article are subject to copyright. Reproduction in whole or in part is not permitted without the written consent of Dr. Ing. h.c. F. Porsche AG.