FOR SALE AT SCHALTKULISSE NORTH AMERICA CORP. MIAMI, FLORIDA
FOR MORE INFORMATION, PLEASE GET IN TOUCH WITH HUGH ANGLE FROM SCHALTKULISSE NORTH AMERICA CORP.: (305) 646 - 1491

• Factory 914/6 GT ‘Special Project’
• Unique survivor with odometer reading of 11,611km
• Believed to be the only factory ‘Special project’ example to be finished in Canary Yellow
• Mechanically recommissioned, remarkably original throughout

The Porsche 914/6 GT was the ultimate giant killer in period with racing wins at Le Mans, Daytona and Nurburgrin GT. The 1970 24 Hours of Le Mans will be forever remembered for Porsche’s first outright win. Notably, a 914/6 GT also finished in 6th place overall, winning the 2.0-liter GT class in the process, having started 45th on the grid.

Porsche produced 3,350 examples of their 914/6 between 1969 and 1972. Imagined as a budget-friendly alternative to the 911, in standard trim the 914/6 proved an inadequate competitor. However, for dedicated privateers, Porsche introduced the 914/6 GT and later a GT conversion kit, known by many as the M471 option that utlised the wider steel fenders and larger alloy wheels of the pure GT racing model.

Although it is believed that the Porsche factory retains records for 60 different 914 Special Projects with "internal project numbers" that were given the designations 914/01 through 914/60. It is said a mere 13 were completed primarily for pure competition, making them incredibly rare and special. The remaining projects included a variety of endurance tests and running modifications on both pre-production as well as the production variants of the 914/6 road cars. Several of these also covered both destructive and non-destructive testing of the 914/6 road cars. They also included several experimental 914s, two of which were fitted with 3.0-liter, 8- cylinder engines as found in the 908. The last 914 project recorded by Porsche (914/60) became the prototype and first example completed of the limited run of 916s.

The GT was upgraded in many ways, such as extra chassis reinforcement, steel fender flares, an additional front oil cooler, wider wheels, a lightweight interior, plexiglass rear window, padded leather steering wheel, and several body panels rendered in fiberglass such as the front and rear steel deck lids were replaced with single layer fiberglass units with balsa wood reinforcements. All four wheel arches were extended with steel flares to accommodate the maximum legal width allowed by the FIA rules. Wheels sizes were also increased to the maximum legal width of 7" rims in the front and 8" rims in the rear. The front valence and bumper was replaced with a single piece unit that allowed for the fitting of a separate oil cooler. The complicated plumbing of these oil lines and the fitting of a thermostatic control significantly altered the basic nature of the 914/6. Oil line routing and major sheet-metal modifications were incorporated into the bodywork, front floor-pan and rocker assemblies of the car. The rear valence was eliminated and the rear bumper became a one-piece fiberglass unit with aluminum mounting brackets similar to that used on the car's front. The engine lid cover was discarded in favor of one that had far more-larger screen area to allow for better air-flow and improved cooling. The internal release mechanism was removed and a small outside release handle fitted in its place. The transformation from road to race continued with lowering of the suspension both front and rear as well as the fitment of larger front and rear stabilizing bars and Koni Competition double-adjustable shock-absorbers. 908 type front and rear brake rotors with accompanying calipers in aluminum were fitted. The rear assemblies were completely unique and specific to the 914/6 GT and incorporated a separate parking-brake mechanism. Power was delivered by a unique 2.0-liter Carrera 6 engine, derived from a 911 S, which provided 212 horsepower in a car that now weighed very little. This engine was mated to the five-speed dogleg transmission of the contemporary 911 S, which was modified with the input shaft, exchangeable second gear, and limited-slip differential from the Porsche 904. There were few areas of the 914/6 that were not altered by the conversion to 914/6GT. In the end a car completed "in-house" by the Porsche works Factory Competition Department share little more than the original monocoque and the original car's shadow when completed!

Our car, special project 914/42.

Porsche's records show that the car was completed on January 10, 1970. The Porsche records for the construction of this car or "Kardex" information provide few details on the car itself other than some very
basic details. They list the chassis and engine number as well as the completion date, color and indicate that the car was to be fitted with the typical black leatherette normal interior. At some point prior to completion or there after the car was to be delivered to the Portuguese Porsche Importer and distributor; Messrs AS Motors Sociedade for either their own use or that of a client. The car however was retained by the Porsche Factory for 17 months. Their records contain only a single later entry of how the car was built and completed with the annotation; " Renntestträger", or "racing test carrier." No known record of any races or specific use other than being built as a complete "competition test car" during their ownership is recorded.

After having spent seventeen months with the Porsche Race Department, this Porsche was officially recorded as sold on its sales invoice which is dated June 26th, 1971 with 68 km recorded on its odometer. It was purchased by Alan Johnson who was Richie Ginther's Race Manager at Bozzani Porsche Audi in Monrovia, California.

This 914/6 GT was then imported into the United States through Volkswagen-Porsche-Audi of America's Culver City, California distributorship In c.July of 1971.

After delivery to Bozzani Porsche-Audi, Alan Johnson advertised the car in Auto Week/Competition Press. Sales adverts for the car ran in October and November of 1971,

The Porsche was sold new with 68kms on February 10th, 1972 to Charles Grimes and Howard De Haven of Tulsa, Oklahoma. De Haven and Grimes reportedly flew out to Los Angeles with the veiw to take delivery of the Porsche and drive it home! They were advised by Johnson that despite being built to "GT" rules that it was completely unsuitable for road-use and could not be driven back to Oklahoma. Regrettably for them, the 914/6 GT was instead loaded by De Haven and Grimes onto the back of a U-Haul panel truck and delivered back to Tulsa. It was then a turn of the rule book that got in the way. In, 1972 and further changes in 1973, the SCCA made changes to the racing rules which meant that the fabulously competitive 914/6 GT became essentially obsolete and sadly this particular example never raced competitively in period.

In 1985 On August 22nd, Charles Grimes passed away and sole ownership reverted to Howard De Haven. The car had recorded at that point only 1933 original kilometers. Despite losing his friend, over the next 19 years De Haven accumulated an additional 630 kilometers at various club events and track sessions in and around Tulsa, Oklahoma, ensuring 914/42 remained in largely original condition throughout.

It was then in 2003, William (Bill) Noon, a well known collectible car dealer, who had been searching for several years specifically for a completely authentic car to use in FIA Sanctioned / European Historic Endurance Racing Events, heard about the car. According to Bills testimony, other more "seasoned" enthusiasts had been approaching De Haven regarding the possible purchase of 914/42 for more than twenty years with no luck. However, the timing and circumstances were quite fortunate for Mr. Noon, and after just a single phone call De Haven agreed to the sale of the car, with just 2563km recorded on the odometer.

Mr. Noon then embarqued on a full mechanical make over, replacing or repairing mechanical components to allow him to compete in both US and in Europe on FIA events. In January 2004, Bill entered 914/42 at HSR Phoenix International Raceway before shipping the car to Europe where he enjoyed the famous road race Tour Auto in April. In June of 2004 the Porsche found itself lapping at Le Mans Classic with some success. The Porsche was shipped back to the USA for the October 2004, HMSA Coronado Historic Speed Festival in California. The car was then put to rest until the following year where it was a competitor at the Tour auto once again, and then further in 2006, it ran at both the Tour Auto and Le Mans Classic.

Upon returning to the US with Mr. Noon, it was now time to sell and later in 2006 914/42 found a new home in France,where it remained for around six years. It was then tracked down by a well known US broker who brought it back the USA and it was sold into the very prestigious Anderson collection. After five or so years, it was sold to another collector before eventually it found its way to a renowned Porsche dealer/restorer within the United States. For sale, it was bought by another prominent Porsche enthusiast and collector who, while exchanging a well known 550 Spyder in the process, he bought the 914/6 GT. It entered into his collection, which housed other special Porsches including a 911 R, 904, 906 and many other exemplary examples, all considered some of the best and finest examples money could buy. Needless to say that since this Porsche left the factory, this wonderful survivor 914/6 GT has been cared for by some of the biggest collectors in Porsche circles, testament to why it has been so well preserved in time.

914-6 GT, Special Project #42, chassis 1571 is a remarkable, documented and highly original factory-built Group 4 competition car. Featuring a number of unique factory modifications not typically seen on other 914-6 GTs- such as additional reinforcements, brackets, covers, and plugs to close empty component holes and access points typically fitted on road cars, built-in rain shields in the engine lid, and a black 914/6 Volkswagen-Porsche script. This unrepeatable opportunity represents an exciting chance to own a very rare, surviving and only Canary Yellow ‘works’ factory built 914/6 GT.