Porsche

911 GT3 Cup

Usual

2018 991.2 Cup MR 198187A. Fully refreshed car, new paint, fully rebuilt engine with 0 hours, gearbox inspection/28 hours on full rebuild, ABS MR M4, new paint, tow spare sets of wheels. Buy with confidence from an authorized Porsche Center well versed in motorsports. We accept Porsche Race Cars and any street car on trade. For more information, please contact a Porsche Race specialist by calling *number in the description*.

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Radical

SR10 XXR

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Racecar

This Porsche-Sabel Mk1 Prototype was the first of approximately 30 cars built by John Sabel beginning in the early 1960's, and was John's personal car. This cars construction was started in the fall of 1963 and completed the following year. Its first race was the 1964 Hershey Hill Climb driven by John and his wife, Pat. John subsequently raced the car that same year at the Duryea Climb. John Sabel (who currently resides in Carlisle, PA) was a car fanatic from way back. He grew up in California and attended races at Monterey and Pebble Beach. He earned enough as a 14 year old mowing lawns to be able to purchase his first car - a Model A Ford road-ster. Subsequent trades ensued, and within a few years he found himself in possession of JoeHuffaker's 1929 Ford Coupe with a hopped up V8 flathead. Joe and John were early members of the Marin Coupe and Roadster Club, which is still in existence today. John designed and built this prototype in a rented garage in Rockville, MD. A male plug made of lathe and plaster was formed around a 1952 stock VW pan. Molds were produced from the plug, and the body was produced in the molds by hand-laminating fiberglass. The molds were subsequently shipped to Anderson Industries in Jessup, MD, who produced approximately 20 more of these cars. John went on to build several more Mk 2 and Mk 3 cars - the Mk3s were mid-engined cam-back cars. Two known examples of these are still being actively raced. Though the floor pan started out as stock, the rest of the car was developed with Porsche parts: Porsche front & rear suspension, brakes, gearbox, and motor (from the 356b plat-form). This car ran with a set of 550 Spyder wheels; the wheel wells were designed around these. It was in this configuration that the car ran in the 1964 Hershey climb. In 1966 John sold the car to Ralph Williams. Ralph accumulated enough points in the SCCA Northeast region to qualify for The American Road Race of Champions (the SCCA Championships) at Daytona in 1967. He placed 2nd in DSR and 5th overall. The car was sold in 1968 to Dick Williams (no relation) who raced the car extensively. Documented races included runs at VIR, Marlboro, and Cumberland. Dick and the Sabel also qualified for the SCCA runoffs in 1969, but he was unable to attend. Dick really loved the car and told me on several occasions how he could "go really deep because the brakes were so darn good!" The car did very well on short tracks for this reason though it was usually outrun on the longer circuits by the more powerful cars. In 1970 the car was sold to Gordon Kerr, a dentist in Manassas VA. Unfortunately, life got in the way and the car sat, essentially unused, for 34 years. A young car nut, Sean Kalil, got wind of the car and purchased it in 2004. Sean replaced the floor pans, but an illness in the family halted the project. The car was purchased in 2005 by IMSA driver Chuck Goldsborough of Team Lexus fame. Chuck's intent from the start was to restore it but with too many other Porsche projects in progress it waited in line. In 2012, after a year of pestering, Goldsborough passed the Sabel to his friend Michael Ballo who immediately started on a restoration. In 2012, an extensive restoration to its original configuration and livery was performed by Peter Dawe of Dawe's Motorsports, Stroudsburg, PA. under the supervision of John Sabel. In 2014, 50 years after its debut, the prototype Porsche-Sabel was reunited with its designerbuilder-original driver for a climb up the hill at the 2014 Hershey Hillclimb.

Other

1982 Porsche 935 L  font size = "4"Debuted at the 1982 24 Hours of Le Mans Designed  built by Chuck Gaa Purpose-built monocoque bonded aluminum chassis  3.2 liter turbo flat-six font size = "4"800+ hp Eligible to compete in historics worldwide  This is Bob Akin's famous Le Mans car of 1982. It was one of the wildest Porsche 935s of the post-factory era, and also one of the fastest.  From 1977 the Porsche 935 was the car to have if you wanted to win IMSA or world championship events, but by 1982 it became very clear that a standard 935 was no longer competitive. The Porsche factory built its last 935 in 1979, so it was left to private teams to develop the cars with more aggressive aerodynamics and chassis designs.  Bob Akin knew if he wanted to win, he would have to come up with something totally radical for the 1982 season. Akin commissioned Chuck Gaa of Gaaco to design and build a "Super GTP 935". To improve aerodynamics and increase the straight-line speed of the new car a Lola T600 GTP nose was used. A new purpose built monocoque bonded aluminum chassis was constructed combining the best of the new GTP technology with the proven power and reliability of the Porsche 935 mechanicals.  According to the rules, the windshield and roof section of a standard Porsche 930 still had to be used. To improve airflow even further the entire roof structure was tilted to put the windshield at a better angle.  Due to its complexity and unique design, the car was delivered late after the season had already begun. It made its first appearance at Lime Rock in May, which served as a test for Le Mans. At the 24 Hours of Le Mans in June the car's design came into its own and showed tremendous straight-line speed down the famous Mulsanne Straight. Unfortunately Akin and co-drivers David Cowart and Kemper Miller only lasted two hours before a malfunction with the reserve gas tank sidelined the car.  After Le Mans the car returned to the United States to compete in the remainder of the 1982 IMSA season. After much testing and development the car finished fourth at Mid-Ohio with Akin and Hurley Haywood driving, and seventh at Road Atlanta with Akin and Derek Bell. The car's final appearance would be at the Pocono 500.  The car sat in Akins shop until 1999 when Jacques Rivard purchased the car and performed a complete restoration, bringing the car back to better than new condition. All suspension components were crack checked, and new components were used where needed. GS Autoworks completely rebuilt the engine and transmission. It now is one of the most potent 935s in vintage racing.  Canepa completed a full inspection and detail on the car. It is in spectacular condition and is eligible to compete in historics worldwide, including the Rolex Monterey Motorsports Reunion.  Race History  5/31/82            Coca-Cola 400 Lime Rock       23rd     Bob Akin                     #5 6/20/82            24 Hours of Le Mans               DNF     Akin, Cowart, Miller     #76 8/22/82            Road America 500 miles         33rd     Akin, Bell                     #5 9/5/82              Mid-Ohio 6 Hours                    4th       Akin, Haywood            #5 9/12/82            Road Atlanta   500 km             7th       Akin, Bell                     #5 9/26/82            Pocono 500 miles                    39th     Akin, Bell                     #5  Specifications  Engine size: 3.2 literâ¨ Power rating: 800+ horsepower Body material: Bonded Aluminum Monocoque with Fiberglass Body    Weight: 2324 lbs Suspension: coil-over MacPherson strut - front, coil-over trailing arm - rear Tires: 23.5 x 10.5 - 16 front, 27 x 14 - 16 rear Dimensions: 78" wide, 190.5" long 

Nissan

NPT-90

1990 Nissan NPT-90 VIN: 90-01  Three 1st place finishes, seven 2nd place finishes, and five 3rd place finishes The first of 6 chassis produced for racing by Nissan Performance Technology Incorporated Driven by 4-time GTP championship winner Geoff Brabham, along with Chip Robinson, Bob Earl, and Derek Daly Original with original components as raced, complete, and extremely well preserved Upgraded in 1992 during racing season to latest racing specifications and components First of a completely new design by legendary car designer Trevor Harris Twin-turbocharged 3.0-liter V6 engine with 950+ horsepower Hewland 5-speed manual transmission Nissan racing effort that won the IMSA GTP constructors' championship in 1990 and 1991  The story of Nissan's rise to power in the IMSA GTP series is an interesting one and shows what true determination and sheer will can do for a team. Through trials and tribulations in the early 1980s, the Electramotive team (later becoming Nissan Performance Technology Incorporated) went from a rocky start all the way to taking 4 drivers championships titles and 3 manufacturer titles. This amazing motorsport transformation was is no part just due to one singular item, but rather the constant development and determined grit of all the team members, yielding the NPT-90, one of the fastest GTP cars ever created.  To understand the success of the NPT-90 platform, it's important to know the driving force behind the team that made it happen. A past winning racer, Don Devendorf was a tenacious scientist, engineer, and racer, in 1975 designing electronic fuel management systems that many manufacturers wouldn't start using for close to a decade later. Wanting to move up in the racing, Devendorf set his eyes on the IMSA GTP series. With Lola interested in producing a chassis, Devendorf joined forces with Wes Moss and Yoshi Suzuka to create the GTP-ZXT, the precursor to the NPT-90. Through 1984 to 1990 the cars made countless upgrades and enhancements as real-world racing revealed design inspiration among the engineers and mechanics alike. By the end of the 1988 season Geoff Brabham was the GTP driver champion, and would continue to win with Nissan GTP cars for another 3 years. In order to remain ahead of the curve with its competition, the quest began to make the next generation of Nissan GTP car, the NPT-90s.  Due to the nature of racing economics, Electramotive was running on paycheck to paycheck and needed to secure funding in order to proceed at a rapid pace. In a deal with Nissan Japan, Electramotive turned into Nissan Performance Technology Incorporated (NPTI), alleviating many racing fund woes. In 1990 the team moved to a brand-new facility in Vista, CA, complete with a full engine room, wind tunnel, composite shop, and an on-site engineering and fabrication facility. Renowned race car designer Trevor Harris engineered a completely new car, named the NPT-90. While this car was built and being tested in the early part of 1990, it made its first debut at the Topeka 300km race on May 6th, 1990. It's first career finish of 8th place would not be indicative of its future success, as this car would go on to take two 1st place finishes, nine 2nd place finishes and five 3rd place finishes. The NPT-90 car design allowed Nissan to take two more manufacturer titles and secure two more driver's championship titles for Geoff Brabham. The Nissan GTP platform proved its superiority and reliability that instilled fear into all of its competitors.  This car primarily raced in the second half of the 1990 season and 1991 season, driven most races by Geoff Brabham. At the end of the 1991 season the car was intended to be retired, although due to a series of crashes that put other chassis out of commission in the middle of the 1992 season, 90-01 was completely upgraded to the latest specifications and brought back to finish out the 1992 season. It raced valiantly, taking a total of three 2nd place finishes and two 3rd place finishes. The car's final race would be on October 11th, 1992 at the 2 Hour Del Mar GTP race, taking 2nd place.  Having had the privilege of racing an NPT-90 at Laguna Seca (chassis 90-06), Bruce Canepa knew first-hand what these extremely potent race cars were capable of. Mind-boggling power, high downforce, excellent handling dynamics and extremely reliable, the NPT-90 package is a perfect storm for a GTP race car. He acquired 90-01 recently knowing of its history and significance in IMSA history, as well as Nissan's own racing heritage. This NPT-90 (chassis 01) is highly original and complete with original components as raced, upgraded to the latest specifications of Nissan Performance Technology Incorporated in 1992, and is extremely well preserved.  With Nissan's dominance undeniable from 1988 to 1991, the NPT-90 is the final iteration of the Japanese manufacturer's GTP cars. This NPT-90, the first chassis ever built, offers a rare opportunity to experience the IMSA car that inspired fear into all of the teams in the GTP series. Twin-turbocharged power, high downforce, designed by Trevor Harris, and driven to multiple wins with an exceptional career history, this NPT-90 gives the opportunity to experience a dose of championship-winning IMSA history. 

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