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14 Vintage Supercars That Are Actually Reliable

For my first Supercars post, I tackle the controversial topic of reliable vintage supercars. You’re probably rolling your eyes in your head at the moment, thinking that “reliable” and “ vintage supercars” is an oxymoron, but surprisingly there are quite a few which would even get Scrooge McDuck’s thumb’s up when it comes to reliability and relatively low maintenance costs.

That said, we’ll be defining “vintage” as 15 years and older in the article, so it’s no surprise that cars in the top spots are all Japanese. Don’t fret as there are also German, Italian, American and British cars which also made the list. If you’re a child of the 80’s many of these cars on the list will likely trigger some memories of daydreams and feelings of lust, with many of these likely being wall posters at one point or another.

With no further adieu, we start the “countdown” in reverse order, starting with the “least” reliable of the vintage supercars which comes from the UK.

# 14. 1999 Lotus Esprit Sport 350

0-60 mph: ~4.7 seconds
¼ mile: 12.6 seconds
Top Speed: 175 mph

Hailing from the UK, Lotus has a rich motorsport heritage. It was also the Bond’s choice of car in two of the Bond movies. The Esprit was built between 1976 and 2004, the Sport 350 was made only in 1999 as the “ultimate” incarnation of the Esprit with only 50 made.

As the name would suggest, it was tuned to produce 350hp and 295 lb-ft of torque out of a 3.5L V8 force-fed by two Garrett T25 water-cooled ball-bearing turbos mated to a Lotus tweaked Renault 5-speed gearbox. The Sport 350 made the same power as the regular Esprit V8 Turbo, but the “special sauce” comes from the bespoke AP Racing brakes, track-tuned suspension, aero package, and magnesium alloy wheels.

Unfortunately what put this Lotus as the 14th on the list is the French origin gearbox, which limited the reliability of the Esprit as well as the power it could take. Due to the limited production of this specific Esprit, prices are still quite high. However good examples of regular V8 Esprits are less than half the cost of a new Lotus Evora 400 and has similar acceleration and top speed figures, except the Esprit, has that “old-school” cool factor and unique look.

#13. 2003 Corvette Z06

0 – 60 mph: 4.0 seconds
¼ mile: 12.4 seconds
Top Speed: 177.25 mph

“Unlucky” number 13 is the 2003 Corvette Z06, the “New World’s” contribution to the list of reliable vintage supercars. The 5.7L LS6 produces 405 hp and 400 lb-ft of torque out of this all-aluminum pushrod V8 paired with a robust Tremec T56 6 speed manual, it’s performance is on par with many European counterparts of its time.

Compared to the European peers though, the C5 Z06 represented excellent value for money, and was extremely competitive in SCCA events, making this a true blue collared hero. Even though the Z06 was affordable, it featured exotic parts like sodium filled valves and a titanium exhaust system.

The C5 Z06 is also an excellent platform for tuners, parts from Callaway, Lingenfelter, and Hennessey which could easily transform the C5 Z06 into a fire-breathing exotic crushing tarmac-shredder for the fraction of the cost of competitors. For less than the price of a brand new top trim turbocharged 4-cylinder Camaro convertible, you can get a mint example of a C5 Z06 (either stock form or mildly modified) which will give other supercars and exotics a run for their money.

#12. 2003 Ferrari 360 Modena

0 – 60 mph: 3.9 seconds
¼ mile: 12.2 seconds
Top Speed: 186 mph

Prancing into 12th place is the Ferrari 360 Modena, which was a revolutionary road car for the Maranello based company. It was the first ever full aluminum chassis (co-developed and built by Alcoa inside the Scaglietti works), also the first newly designed V8 under the leadership of Luca di Montezemolo.

The 3.6L flat-plane V8 produces almost 400hp and 275 lb-ft torque along with an intoxicating soundtrack at any part of the rev range, so iconic in-fact that many car enthusiasts ooze with excitement when they hear the sweet wail of the naturally aspirated flat-plane V8. The 360 was the first in the line of “modern” Ferrari’s to be reliable enough to be daily driven, with examples hitting in excess of 100k miles.

The Pininfarina designed body spent over 5000 hours in the wind-tunnel, perfecting the lines to create over 400 pounds of downforce at 180 mph without the use of any bolt-on aero. 360s with the gated 6-speed manual are generally the more sought after models, being less costly to replace the clutch compared to the F1 equipped counterparts, as well as giving that pure sportscar experience of rowing your own gears.

Being that the 360 is a transition model for Ferrari (between the achingly pretty 355 and the faster, more advanced F430) for the price of between a new C7 Corvette Grand Sport or the C7 Z06, you can gain entrance to the Ferrari ownership experience with an excellent condition 360.

#11. 2003 Lamborghini Gallardo

0 – 60 mph: ~4.1 seconds
¼ mile: 12.2 seconds
Top Speed: 192 mph

Launched in 2003, the Sant’Agata Bolognese, Italian made, Lamborghini Gallardo was based on the Calà design concept by Italdesign-Giugiaro from 1995 is in 11th place.

The new Gallardo adopted a design language harking back to Lamborghini’s past like the Jalpa and Countach, creating a large divergence from the Chrysler-owned period of the late ’80s till the mid-’90s. This was the second new car developed by Lamborghini under Audi AG ownership, incorporating many Audi technologies including the extruded aluminum space frame along with aluminum bodywork.

The even-firing 5.0L V10 developed for use in the Gallardo produces 493 hp and 376 lb-feet torque and was designed to provide 80% of its torque by 1500 rpm and peak by 4500 rpm. This wide power band allowed for the maximum area under the torque curve, creating seamless power coupled with the permanent four-wheel-drive system through either the e-Gear double clutch system or a traditional 6-speed manual.

The Gallardo became the first commercial success for Lamborghini, and also the second in many reliable-daily driveable Lamborghinis to be produced. Excellent condition launch edition Gallardos can be had for similar money to a new 718 Porsche Boxter / Cayman GTS, however, you get an exotic Italian bull with all-season usability and little remaining depreciation.

#10. 2003 Lamborghini Murciélago

0 – 60 mph: ~3.8 seconds
¼ mile: ~11.7 seconds
Top Speed: 205 mph

This flagship Lamborghini roars into 10th place of the list. The Murciélago is the spiritual successor to the Diablo and is instantly recognizable as a Lamborghini with its scissor doors and “batwing” intakes. This raging bull features an all-aluminum quad-cam 6.2L V12 producing 572hp and 479 lb-ft torque; which traces its DNA back to the early 60s, designed with the intent to spite Ferrari’s single cam per bank V12’s of the day.

With Lamborghini now owned by Audi AG, extruded aluminum space frame technology was utilized to keep the vehicle weight as low as possible while carbon fiber was mainly used for the bodywork with the exception of aluminum for the doors and steel for the roof. The tried and true viscous coupling system splits power front to back with a 70% rear bias, transmitted through a 6-speed manual transmission initially and later offered with Lamborghini’s E-gear system providing brutal acceleration for this Italian icon.

Under Audi’s ownership, this became the first new Lamborghini model in 11 years with vastly improved reliability and ergonomics to become daily-driveable. For about the ⅓ of the cost of a new Lamborghini Aventador, great examples of Murciélago can be had with similarly brutal performance and flamboyant styling.

#9. 2003 Porsche 911 GT2

0 – 60 mph: ~4 seconds
¼ mile: ~12 seconds
Top Speed: 195.6 mph

From the birthplace of Teutonic electronic music comes the 9th place Porsche 911 GT2. This version of the 911 is based on the 996.1 Turbo sans the 959 derived all-wheel-drive system. Designed to be the fastest road-legal 911, it takes the handling of the track-focused GT3 and couples it with the brute power of the 911 Turbo.

The Le Mans winning GT1-derived 3.6L dry-sump flat-6 motor produces 462 hp and 457.3 lb-ft torque, driven only to the rear wheels via 6-speed manual transmission. The 10% increase in power over the 911 Turbo and 100kg in weight reduction resulted in a 7-minute 46-second lap around the Nürburgring Nordschleife. Only those who have a keen eye can tell apart the GT2 and the regular 911 Turbo, with the only visual cues from the fixed rear spoiler, bumper, lip spoiler, and massive ceramic composite brakes behind the similarly styled “Turbo-twist” 18” alloys.

Excellent condition low-mileage examples of the 996.2 GT2 can be had for less than the new 718 Boxter / Cayman, making the GT2 an excellent value as it’s definitely a daily drivable supercar with mind-blowing track performance.

#8. 2003 Porsche 911 GT3

0 – 60 mph: ~4 seconds
¼ mile: ~12.7 seconds
Top Speed: 187 mph

Also hailing from the land of beer & bratwurst, coming in at 8th place is the 996.2 based 911 GT3. Originally developed as a homologation special to enter the GT3 racing class of FIA, this variant of the 911 was inspired by the Rennsport (RS) versions of history past. The GT3 started life based on the Carerra 4 body and putting it on a diet, by removing sound deadening material, the rear seats, air conditioning, radio, speakers, sunroof and even thinner glass and paint.

Handling and lightweight are the key ingredients to this formula, coupled with the GT1-derived naturally aspirated version flat-6 producing 381 hp and 284 lb-ft of torque. This formula rockets the GT3 around The Green Hell in a blistering 7 minutes and 54 seconds, a whole 2 seconds per lap faster than the ultra-exclusive Ferrari 360 Challenge Stradale which cost more than double that of the GT3.

Peaking through the lightweight bespoke 18” wheels are 6 piston monoblock calipers in the front with 4 piston monoblock calipers in the back, along with the 2-piece cast iron rotors taking 113 ft to stop from 60 mph, only 5 feet longer to stop than the carbon brakes used on the Ferrari 360 CS; the PCCB option was however available for those hardcore enthusiasts.

Although the 996’s style has been controversial since its introduction, often being criticized for being too similar looking to the Boxter, 996.2 GT3 is one of the best driving machines giving a raw visceral experience for a relatively low entry price.

#7. 2003 Porsche 911 Turbo

0 – 60 mph: ~4 seconds
¼ mile: ~12.4 seconds
Top Speed: 186 mph

In 7th place, and halfway to the top of the list of reliable vintage supercars is the 996.2 911 Turbo. This autobahn stormer offers luxury, speed, and practicality to those who want a daily drivable supercar to soak-up the asphalt during commutes.

The superb ergonomics and top quality interior materials insulate the driver from the exhaust-note generated by a variant of the Le Mans-winning dry-sump 3.6L twin-turbocharged flat-6; transferring 415 hp and 415 lb-ft torque to all four wheels through either a 6-speed manual or a 5-speed semi-automatic gearbox.

Those who want more power can opt for the X50 package, taking the blisteringly 911 Turbo to GT2 like levels of power while retaining the security of the 959 derived all-wheel-drive system. Power is boosted to 444 hp and 457 lb-ft torque via way of larger K24 turbos, larger intercoolers, revised exhaust system, and ECU mapping; further dropping the statistics for 0-60 mph and ¼ mile times to less than 4 seconds and sub 11 seconds along with a slight bump to the top speed.

The 996.2 911 Turbo represents excellent bang for the buck for those looking for a comfortable and practical supercar that holds its own against the Italian exotics of the day as well as current supercars.

Image from Motor1

#6. 1998 Subaru Impreza 22B STi

0 – 60 mph: 4.7 seconds
¼ mile: 13.7 seconds
Top Speed: 144 mph

From the Land of the Rising Sun, we have our 6th place entrant on the list of reliable vintage supercars. Car & Driver was so impressed with the 22B STi, that it gave the nickname “The Subaru from Hell”. While the 22B STi didn’t have the price tag of a mainstream supercar, it definitely had supercar levels of performance.

The 2.2L closed-deck flat-4 engine produces 276 hp and about 268 lb-ft torque (at least on paper), however, based on performance tests, the actual numbers should be north of 300 hp Equipped with a driver adjustable center differential (DCCD) and a close ratio 5-speed gearbox driving the symmetrical all-wheel-drive system, the 22B can sprint to 60 mph from a standstill in 4.7s whether it be tarmac or dirt.

There were only 424 copies of this “holy-grail” Subaru ever made, with the addition of 3 prototypes, many rally enthusiasts (Subaru loyal or not) lust after the wide-body haunches and the rally cred this car brings. Due to the rarity and limited production numbers of the car, this Subaru easily fetches six-figures and will likely continue appreciating in value over time, having more than doubled its original sale price since launch.

Image from Classic Register

#5. 1994 Nissan Skyline GT-R V·Spec II

0 – 60 mph: 5.4 seconds
¼ mile: 14.0 seconds
Top Speed: 152 mph (limiter removed)

Heading into the top 5 reliable vintage supercars we have the 1994 Nissan Skyline GT-R V Spec II. This was the last variant and one of best road-going versions of the R32 Skyline GT-R’s, featuring bespoke 17” BBS wheels, larger Brembo Brakes and active rear LSD. Originally introduced in 1989, the Skyline GT-R dominated every class of racing that it was entered in Japan. The “Victory” Spec Skyline GT-R’s were built to commemorate this utter domination.

Due to its success in the Australian Touring Car Championship, automotive press in Australia dubbed the Skyline GT-R as “Godzilla” referencing the Japanese monster from the 1954 film. This name stuck and spread like wildfire, and the Skyline GT-R has since been known as “Godzilla” to automotive enthusiasts.

At the heart of Godzilla, is a twin Garrett T28 turbocharged straight-6 engine, known as the RB26, on paper makes 276hp and 271 lb-ft of torque due to the gentleman’s agreement between Japanese manufacturers; however, due to Group A homologation rules, the RB26 is over-engineered and known to reliably make 5-600 hp with few supporting modifications while the 5-speed manual transmission just being as stout as the engine.

Godzilla also features a very advanced rear-biased all-wheel-drive system known as ATTESA E-TS (an acronym for Advanced Total Traction Engineering System for All-Terrain Electronic Torque Split), sending as much as 50% of the power to the front wheels depending on traction condition of the rear tires. With the V Spec II now becoming legal to import in the US in 2019 (having been legal since 2009 in Canada), expect prices to likely go up with the increasing demand from those nostalgic of the Group A touring car era wanting a piece of the action.

#4. 1997 Nismo 400R

0 – 60 mph: 4.0 seconds
¼ mile: 12.5 seconds
Top Speed: 198 mph

Coming in fourth on the list is the Nismo 400R. This ultra limited model is a derivative of the R33 Skyline GT-R handcrafted at Nissan’s motorsport division, Nismo, based in Omori. Inspired by the Nismo Le Mans entry of the GT-R LM, the 400R adopts many of these styling cues and performance modifications.

Sitting 30mm lower, sporting a widebody like the GT-R LM, the 400R also has a crown jewel under the hood, a bored and stroked version of the RB26DETT called the RBX-GT2 with a displacement of 2.8L along with uprated billet compressor wheels on the turbos. This incarnation of Godzilla makes a detuned 400 hp and 345.9 lb-ft of torque, giving ample thrust to pin any driver to the seat during acceleration.

Nismo had originally planned for 100 to be produced, but only 44 were ever made, which coincided with the end of production of the R33 body style in 1998. Finding a 400R available for sale might be tough, however finding a good condition, well loved final year R33 GT-R might not be as challenging (at least in Canada) as they have been admissible since 2013.

The R33 GT-R was considered by many to be the bloated compared to the R32 GT-R and not as fast as the R34 GT-R, which is lusted after by the Fast and the Furious generation; however, for those who grew up playing Gran Turismo 1, the 400R is definitely a hero.

#3. 2002 Nissan Skyline GT-R V·Spec II Nür

0 – 60 mph: ~5.2 seconds
¼ mile: ~13.8 seconds
Top Speed: 157 mph (electronic limited)

Making its way into third on the podium of reliable vintage supercars is the last of the right-hand-drive only Godzillas, the R34 Skyline GT-R V·Spec II Nür. This evolution of Godzilla was also the last to sport a restricted N1 variant of the RB26DETT inline-6 engine, producing 276 hp and 289.1 lb-ft torque on paper under the Japanese gentleman’s agreement.

Improvements to chassis rigidity, aerodynamics, the ATTESA ETS-PRO system, active LSD’s and an extra cog in the gearbox made the R34 GT-R a supercar that many European supercar owners would be afraid of on the track. Like the Godzilla’s of the past, the stout motor and transmission were designed to take lots of power and abuse; with many owners opting to make simple and effective modifications to increase the power output of their GT-R’s.

With the release Gran Turismo 2 and the hit movie Fast & Furious 2, the R34 GT-R shot into mainstream stardom and along with that the price. As this generation of Godzilla had the lowest production numbers (11,577), the newfound digital and silver screen fame has kept second-hand prices high, and at times even more than MSRP for a good condition example.

Image from TopSpeed

#2. 1998 Toyota Supra Turbo

0 – 60 mph: ~5.0 seconds
¼ mile: 13.5 seconds
Top Speed: 155.1 mph (electronic limited)

Coming in as the runner-up on the podium is the JZA80 MKIV Toyota Supra Turbo. When the MKIV Supra was still in production, Japan was in its heyday of making sporty vehicles. The now legendary 3.0L twin-turbocharged 2JZ-GTE made a whopping 320 hp and 315 lb-ft of torque transferring power to the ground via 6-speed Getrag or 4-speed automatic gearbox.

Those who aim to build their MVIV Supra’s into exotic slayers gravitate towards the nearly indestructible 6MT Getrag which has been known to hold over 1000 hp with the proper clutch, care, and use. The 2JZ-GTE is also just as stout, with many enthusiasts easily doubling the power on the stock long-block with less than $10k of modifications to the turbo, fueling, exhaust, ECU, and intercooler.

The weight distribution is split 53/47 front to rear, providing very neutral handling. This generation of Supra proved to have the right formula of handling, power, and braking to be highly competitive in road racing as well as drifting. Unique and also one of the Supra’s claims to fame is the F1 inspired braking system whereby the track-tuned ABS system integrated yaw control which allowed individual wheels to be braked pending speed, angle, and pitch of the approaching corner.

Furthermore, while being tested by Car and Driver in 1997, this same braking system was able to halt the Supra Turbo from 70 mph in 149ft, with only the Porsche Carerra GT beating this braking performance in 2004 with a result of 145ft. No thanks to the first Fast and the Furious movie, MKIV Supra Turbo prices have remained high, with clean examples going for double of the original MSRP. Stock unmolested JZA80 Supra Turbos are however difficult to find and command the biggest money. Although it’s pricey, it’s a Toyota so it’s guaranteed to last basically forever!

#1. 2003 Acura/Honda NSX

0 – 60 mph: 4.7 seconds
¼ mile: 13.1 seconds
Top Speed: 175 mph

In a very well deserving first place on the list of reliable vintage supercars is the facelifted NA2 Acura NSX. Originally developed to be Honda’s technological flagship and their entry into the realm of supercars, the NSX, enveloping F1 technology and chassis tuning from motorsport legend Ayrton Senna.

The final variation of the NSX features a high-revving 3.2L DOHC VTEC V6, producing 290 hp and 224 lb-ft of torque. While the power output was less than the JZA80 Supra, R33 and R34 GT-R’s, the NSX was definitely the lightest in curb weight allowing for similar power to weight ratios. Where the NSX dominated was endurance on the track, as the lighter chassis meant less wear on brake and suspension as well as lower fuel consumption.

The NSX was a radical vehicle when introduced for sale in 1990, becoming the first production vehicle to offer titanium connecting rods, forged pistons and a rev limit in the stratosphere (8300 rpm). Designers took inspiration from fighter jets, specifically the F-16 Falcon’s 360-degree cockpit, and used this as a design theme for the NSX, offering the best visibility of any supercar of its time, and arguably to this day.

The Porsche 911 at the time was the only other “daily drivable” supercar on sale with excellent ergonomics and daily practicality, however, the Porsche lacked the ability to fit two sets of golf clubs and still have room for a passenger. There are plenty of high mileage early production NSX’s with mileage in excess of 200k miles which still runs like new, just like most other Hondas. It’s a testament to the build quality and engineering that was put ever so painstakingly into each of the NSXs.

Although the NSX has not seen the same levels of capital appreciation like the MKIV Supra or the R34 GT-R, early NA1 models of the NSX with high mileage and complete service records still hold their value close to the MSRP. Excellent condition post facelift NA2 models with low mileage and service records fetch between $15-$20k more than their original MSRP. What non-special edition supercar provides this level of performance, reliability, low running costs and retains their value better their counterparts than the NSX?

January 22, 2019 / Comments Off

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13 Interesting & Cool Facts You Didn’t Know About Porsche

Fascinating Facts We Learned About Porsche

We spent almost three months researching all things Porsche for our 30,000+ word history of the most storied carmaker on the planet. We learned a lot in that time and boy is this company interesting. To be honest we could have filled this page with 150 interesting facts about Porsche but these were the ones we felt were most impactful in the company’s history. As always if you have some facts you think should make the list just let us know.

Launched an awesome electric car 110+ years before the Tesla S

The Tesla S was introduced on June 22, 2012. 112 years earlier Porsche unveiled the “Lohner-Porsche” automobile at the 1900 Toujours-Contente (Paris World Expedition). The automobile had hub mounted electric motors that were directly powered by 1800kg of lead acid batteries. Most automotive historians recognize this 1900 Lohner-Porsche as the first, full-electric automobile.

Developed and launched the first petroleum electric hybrid (performance beast) vehicle

Over the course of its development, the Lohner-Porsche evolved through several variations and ultimately emerged as the distant ancestor of a type of vehicle we recognize today as a “hybrid”. This new vehicle was named “Lohner-Porsche Mixte Hybrid”. The Mixte Hybrid featured a Daimler internal combustion engine. In turn, the engine that was fitted to a generator to drive the electric hub mounted motors. That makes it the first petroleum electric hybrid vehicle (or HEV), and demonstrated unequivocally that the engineering brilliance of Ferdinand Porsche was certain. In addition to being very efficient (for its time), the Mixte Hybrid also proved to be a performance vehicle – it set a land speed record of 35 mph and won the Exelberg Rally in 1901.

He bucked the trend and produced smaller cars could be faster in a race than larger, more powerful vehicles.

Ferdinand Porsche developed a race car for Austro-Daimler which was considerably smaller than competing cars, but won a total of 43 races anyway, thanks in part to its lighter frame. It was called the “Sascha” (at the request of a rich filmmaker named…Sascha). Later, he designed the legendary Auto Union grand prix cars that dominated the world. The Auto Union P (for Porsche) featured a (then revolutionary) mid-mounted 16 cylinder engine. With drivers like Hans Stuck and Tazio Nuvolari—two of the best of their generation—behind the wheel, it was virtually unbeatable.

Even today, the Porsche 917 is absolutely f**cking insane

Porsche first expanded its 8 cylinder flat engine to 2.2 liters in the 907, then developed the 908 with full three liters in 1968. Based on this 8 cylinder flat engine the 4.5 liter flat 12 917 was introduced in 1969. The Porsche 917 is considered one of the most iconic racing cars of all time and gave Porsche their first 24 Hours of Le Mans win. The 917 went on to destroy the competition in the cutthroat Can-Am racing series.

Their most powerful car ever was insane when first launched and even today would shame most supercars. The 5.3-litre, 12 cylinder 917/30, which dominated the 1973 Can-Am series produced 1,200bhp and had a top speed of more than 240mph (385kph). Remember, this is a car from the 1970s.

Ferdinand Porsche Borrowed Against His Insurance Policy and Had a Side Hustle Well Before It Was Cool

While Ferdinand’s goal of developing his own brand of automobile remained the focus of his ambitions, his design firm needed to be profitable. Using relationships he’d developed while working for other automobile companies, Ferdinand began to seek out opportunities to bring work into his firm. He worked with a lot of companies to make ends meet and help fund his longer term goals. Porsche Engineering’s first contract was with the Auto Union under its “Wanderer” brand. Porsche was hired to design a 2-liter, 6-cylinder engine automobile. The design would become known as the Porsche Type 7, a four-door sedan that was developed between 1930-1931.

While an early partnership with the Auto Union enabled the Porsche engineering group to grow a business base, the economic downturn of the depression still made it difficult for Porsche to continue work on his own automobile designs. Certain that his automobile would be a success, and anxious to produce one that could be marketed to the world, Ferdinand made a decision to take a sizable financial loan from his life insurance policy to fund the development of the car he’d been designing. His car – he called the “Volksauto” (the Peoples Car).

In 1934 Adolf Hitler ordered that all Germans should be able afford a basic vehicle capable of transporting two adults and three children at 100 km/h (62 mph). He believed that all German citizens should have access to a radio and an automobile. He further stated that the “People’s Car” would be available to all citizens of the Third Reich at a price of just $396 (in 1930’s U.S. dollars) – which was equivalent to the price paid for a small motorcycle at that time.

Porsche was (really) friendly with the Nazi Party

Hitler chose to sponsor an all-new, state-owned automobile factory that could produce the “People’s Car,” and, upon reviewing the conceptual vehicles that Ferdinand had developed, made the decision to move forward with Porsche’s design (albeit with some influences from Hitler himself.) Porsche began to be praised by the party as the “Great German Engineer” (despite being of Czech descent). In early 1937 Porsche joined the National Socialist German Workers’ Party (becoming member No. 5,643,287) as well as the SS. By 1942, Ferdinand Porsche had achieved the rank of SS-Oberführer (Upper Leader). As a civilian officer of the SS, he was further decorated with the SS-Ehrenring (ring of honor) and awarded the War Merit Cross.

On December 15, 1945, French authorities arrested Ferdinand, Anton Piëch (The Porsche company lawyer and Ferdinand’s son-in-law) and Ferry Porsche as war criminals. Ferry was freed after just six months imprisonment, but Ferdinand and Piëch remained imprisoned for war crimes against humanity as they had been high ranking officers of the Nazi party. Ferdinand and Piëch were imprisoned first in Baden-Baden and then later in Paris and Dijon. Porsche, now seventy years old, struggled with his health in the poor conditions of the Dijon prison.

Ferdinand Porsche developed a four wheel-drive Formula One car.

The Porsche 360 Cisitalia featured a supercharged, mid-mounted, 1.5 liter flat-12 cylinder engine that produced 385bhp at 10,500rpm and could top 200 mph and had a complex four-wheel drive transmission assembly. In 1946, Piero Dusio, an Italian soccer player, businessman and racing driver, approached the firm to design a new Grand Prix race car. Ferry recognized that this might be the opportunity he’d been seeking to free his father from prison (see Nazy fact).

It was agreed that Dusio would pay the entire sum for the design up front, which would enable Ferry to post bail and have his father and Anton Piëch released from prison. In exchange, Ferdinand would consult on the design and assist in developing the Grand Prix racer.

Porsche was a super popular sports car company years before the 911 was even conceived

By the early 1960’s, on the back of the commercial success of the 356 over the past decade, Porsche had garnered a reputation for building quality, high-performance vehicles that handled equally well on-and-off the race track. The 356 sold 76,313 units and was loved in Europe and the United States. Porsche also had great success in racing across multiple companies.

The Dutch Police used to drive the Porsche 356.

The 356 C offered American consumers a more performance driven Porsche than the heavier, and more refined Porsche 911, and demand for the Porsche 356 C remained quite strong in North America through the 1965 model year. The final ten Porsche 356 C automobiles were assembled for the Dutch police force in March, 1966. All ten units were cabriolets and all were registered as 1965 models.

The Porsche 911 could have been Porsche 901 and the world would be super weird forever after

The Porsche 911 started its life as Porsche Type 901. It traces its roots directly back to sketches drawn by Ferry’s son Ferdinand Alexander Porsche. From its inception, it was developed to be a more powerful, larger, more comfortable replacement for the Porsche 356.

BUT, the folks at Peugeot objected to the “901” designation because they too had patented a three-digit numeric designation for one of their cars that contained a zero as the middle digit. They asserted that they had ownership over the naming convention and had already sold many models in multiple markets bearing the same designation. Porsche’s solution? Change the middle “0” to “1” and call the car the Porsche 911. Officially, the 901’s that had already been constructed were used for testing and for additional exhibitions, and Porsche never sold any of the original 82 units to private customers.

The company tried to kill the 911 multiple times. Thankfully it didn’t happen.

Dr. Ernst Fuhrmann was not a member of the Porsche family but had been an integral part of the company’s success when he was made the CEO of Porsche AG. As CEO one of Fuhrmann’s personal objectives was to cease production of the Porsche 911 during the 1970’s and replace it with a front-engine car. He had begun pressuring Ferry Porsche to approve development of a new model – Type 928 – due to his own concerns that the then-current flagship model, the Porsche 911, was quickly reaching the limits of its potential. Given that sales of the 911 were on the decline, the evidence seemed to confirm that belief.

The Porsche 928 went on sale later that year as a 1978 model and initial sales of the car were low. The base price of the 928 were considerably higher than that of even the most expensive 911 models. Moreover, the front engine, rear-wheel drive design went against everything that Porsche purists had come to love about the company’s earlier models, and many alienated the 928 entirely.

While Porsche was proclaiming an “end of life” for the Porsche 911, sales of the car remained so strong that it caused everyone within the Porsche organization to give considerable thought to the decision which had been made by Ernst Fuhrmann. The decision to ultimately keep the 911 in the production lineup occurred one afternoon in the office of Dr. Helmuth Bott, the Porsche operating board member responsible for all engineering and development at Porsche. Peter Schultz says, “I remember rising from my chair, walking over to the chart, taking a black marker pen, and extending the 911 program bar clean off the chart”.

Porsche design wasn’t really related to Porsche cars

Since its founding as a limited partnership in 1947, the Porsche Kommanditgesellschaft had grown exponentially. Neither Ferry, nor any other member of his family, could have imagined the commercial success that the Porsche brand would have over the next twenty-five years. By 1972, Ferry Porsche recognized that the scale of his company had outgrown a “family operation.” Further, after learning about Soichiro Honda’s “no family members in the company” policy at Honda, Ferry felt it was time to establish an executive board for his company, with members from outside the Porsche family, and a separate Supervisory Board comprised mostly of family members.

Upset by this decision, most family members involved with the operation of Porsche – including Ferdinand Alexander “Butzi” Porsche and Ferdinand Piech – left the company to pursue other ventures. F.A. Porsche (Ferry’s son) founded his own design company, Porsche Design. Professor Ferdinand Alexander “Butzi” Porsche was the initial designer of the Porsche 911 and grandson of the Porsche founder and he opened the Porsche Design Studio in Stuttgart in 1972, which was moved to Zell am See, Austria, two years later. It became known for building exclusive watches, sunglasses, furniture and many other high-end luxury item.

Ferry Porsche died the same year as Enzo Ferrari

I’m not a believer in coincidences but two great car visionaries part of two of the greatest car companies enthusiasts like us love dying the same year is pretty interesting. Ferry had a big part to play in Porsche’s history and was an icon. 1998 was another significant year in the growth of the Porsche brand globally, but it would also be a year tinged with great sadness for the Porsche company and for Porsche enthusiasts around the world. On March 27, 1998, Ferry Porsche passed away in the Austrian Town of Zell am See. Ferry was buried beside his parents and his wife Dorothea in the Schuttgut chapel on the Porsche family estate. Another cool fact was that throughout his career with Porsche, Ferry had been known for saying “the last car made will be a sports car.” These were words he lived by.

Enzo Ferrari died on August 14, 1988, in Maranello; no cause of death was given, although he was known to be suffering from kidney disease. I’m sure Ferrari would tweak that saying to say “the last car made will be a race car.” Close enough.

Hope you enjoyed all the cool things we found out about Porsche during our research. If you have some time check out our in-depth history of Porsche and our Porsche hub or other fun Porsche lists. If you think we missed interesting facts, definitely let us know in the comments section below.

April 3, 2018 / Comments Off

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Porsche: History, Racing Achievements, & Iconic Sports Cars

Contents (Part one)

Part one / two / three / four / five

Introduction

For nearly seventy years, the name Porsche has been synonymous with some of the finest, best engineered automobiles the world has ever known.

The cars, which boast superior German engineering, are recognized as the most reliable, best handling, performance-driven sports cars both on the racetrack and the open road. Owners and enthusiasts alike will agree that – when it comes to both drivability and collectability – a Porsche is almost always a sure thing; a winner on race day and an investment that will only appreciate in value over time.

However, to appreciate the technology and refinement of today’s most advanced Porsche supercars like the 918 or the 911 GT2 RS, it is important to understand the history of the company, and the people, that gave life to these amazing machines.

Like most of today’s successful automobile manufacturers, Porsche’s “climb to the top” is lined with a rich history that unfolded during some of the most pivotal events of the early 20th century. It’s evolution into the company it is today began with the vision of one man – and a family name that would transcend the borders of Germany and become synonymous with performance driven perfection the world over.

This is the story of Porsche.

In the Beginning

The man behind the Doktor Ingenieur honoris causa Ferdinand Porsche Aktiengesellschaft (or Dr. Ing. h.c. F. Porsche AG) company was founder Ferdinand Anton Ernst Porsche Sr.

Ferdinand Porsche was born on September 3, 1875 in Vratislavice nad Nisou near Liberec in the Czech Republic. Even as a child, a young Ferdinand had demonstrated an aptitude for engineering as he worked in his father’s mechanical shop.

By his eighteenth birthday, Ferdinand had obtained a position in Vienna at the Bela Egger Electrical Company.

Because of his strong desire to learn, Ferdinand would sneak into the Vienna Technical University at night to obtain an education that would further enable him to advance his skills as an engineer and designer. Through these studies at the university, and through his constant pursuit for knowledge at his workplace, Ferdinand successfully built an electric hub motor of his own design.

Jakob Lohner & Company

Because of his electric motor design, Ferdinand was able to gain a position at Jakob Lohner & Co., a Viennese luxury coachbuilding firm.

Lohner, who had become well known for his work building carriages and coaches, entered the realm of building “horseless carriages” (early automobiles) in 1896. He wanted the young Ferdinand Porsche to accompany him on this new venture, and he summarily hired Ferdinand to work with him.

The Lohner-Porsche

Together they unveiled the “Lohner-Porsche” automobile at the 1900 Toujours-Contente (Paris World Expedition). The automobile was “carriage-like” with hub mounted electric motors that were directly powered by 1800kg of lead acid batteries.

Most automotive historians recognize the 1900 Lohner-Porsche as the first, full-electric automobile.

While its success at the 1900 Paris World Expedition proved the carriage’s potential commercial viability, the Lohner-Porsche was originally designed to be used as a racer. Even given its size and weight, the Lohner-Porsche and surprisingly fast off the line. Still, due in large part to the weight of its batteries, the car struggled to climb hills of any reasonable grade. Further, the battery life was very short.

The Lohner-Porsche Mixte Hybrid

Still, over the course of its development, the Lohner-Porsche evolved through several variations and ultimately emerged as the distant ancestor of a type of vehicle we recognize today as a “hybrid”. This new vehicle was named “Lohner-Porsche Mixte Hybrid”.

Unlike the earlier Lohner-Porsche (which utilized a Volkswagen engine), the Mixte Hybrid featured a Daimler internal combustion engine. In turn, the engine that was fitted to a generator to drive the electric hub mounted motors.

The Lohner-Porsche Mixte Hybrid was celebrated as the first petroleum electric hybrid vehicle (or HEV), and demonstrated unequivocally that the engineering brilliance of Ferdinand Porsche was certain. In addition to being very efficient (for its time), the Mixte Hybrid also proved to be a performance vehicle – it set a land speed record of 35 mph and won the Exelberg Rally in 1901.

By 1905, Ferdinand Porsche had become recognized as one of Austria’s most outstanding automotive engineers.

Between 1901 and 1905, he and Lohner sold more than 300 of their vehicle to consumers throughout Austria and parts of Germany. Despite their success, Ferdinand felt that he could better advance his career by parting company with Lohner and continuing his career as the chief designer for Austro-Daimler. He joined the Daimler corporation in 1906.

Austro-Daimler and the Future Arrives

On September 19, 1909, Ferdinand and wife Aloisia Johanna Kaes, welcomed their one and only son into the world. Baptized Ferdinand Anton Ernst Porsche, the newest member of the Porsche family would quickly become known as “Ferry” to his family, a term of endearment that was used to differentiate between father and son.

It was also a name that would follow the younger Porsche into his own professional career and become synonymous with the car he’d help to create.

The 22/80 PS

Because of his work with Lohner, Ferdinand Porsche was commissioned by Daimler to design a car that could be used to compete in the Prinz-Heinrich-Fahrt (the Prince Henry Trial.)

This race, which was held annually from 1908 to 1911, was the precursor to the German Grand Prix, and was run throughout Germany, Poland, Hungary, and Austria, before finishing in Munich. While several designs were presented, Ferdinand’s model – the 22/80 PS – was selected to represent Austro-Daimler in the race.

The 22/80 PS featured a 95 brake horsepower, four-cylinder, overhead camshaft engine which included five inclined valves per cylinder (one inlet valve and four exhaust valves.) When the 22/80 PS finished in the top three spots of the Prinz-Heinrich endurance race event, the car was christened as the “Prince Henry,” which is how the car continues to be most commonly referred to today.

Ferdinand Porsche continued to achieve a great measure of success during his tenure with Daimler. By 1916, he had advanced to the position of Managing Director.

Two Honorary Doctorates and a Change In Direction

The following year, Porsche received an honorary doctorate from the Vienna University of Technology (the same university that he had illegally gleaned an education from some twenty years earlier.)

In 1917, he was bestowed with the title “Doktor Ingenieur Honoris Causa” (Doctor of Engineering, Honorary). The more common abbreviation of the degree, “Dr. Ing. h.c.” became an integral part of how Ferdinand was to be addressed and/or identified from that point forward.

For the next several years, Ferdinand continued improving upon the designs of his racing cars and, in 1922, constructed racers that won 43 of the 53 races they competed in that year.

In 1923 Ferdinand resigned from Austro-Daimler and in a few short months accepted a position as Technical Director for Daimler Motor Company in Stuttgart. With Ferdinand’s reputation and popularity, he was given another honorary degree – this time from Stuttgart Technical University.

Daimler-Benz

In 1926, Daimler merged with Benz and became Daimler-Benz, operating under the name Mercedes-Benz. Ferdinand worked his way up into the Chief Engineer position and had many of his more successful designs reach the racing circuit.

From 1925 to 1927, the Porsche designed 2-liter, 8-cylinder Mercedes Type S won 21 of 27 races in the “Regenmeister.” The car, which was driven by Rudolf Caracciola, was said to be almost unbeatable.

Even though Ferdinand was very successful in the racing circuits with his innovative designs, he was otherwise focused on another project that he worked on in the background of his obligations to Mercedes Benz – namely, a compact automobile that would appeal to the masses. Once he reached a point with his design that he felt it was ready to be unveiled, he proposed it to the directors of Daimler-Benz in 1928. Daimler-Benz showed no interest in his work and Ferdinand’s ego and pride helped reinforce the decision to walk out the door once more and resign.

In several interviews with his son, Ferry Porsche often stated, “My father found that when he signed a contract with an (automotive) firm, they could live another ten years on his designs, but he couldn’t.”

This sentiment – even though it was historical by the time Ferry expressed it – was a driving force at the core of the older Porsche’s professional objectives. Many that knew him believed that, even before his resignation from Daimler-Benz, that Porsche would ultimately seek employment with a company that would openly embrace his vision.