1968 Porsche

The Spyder was a machine purpose-built for competition, earning its reputation across a spectrum of motorsport disciplines—from the Nürburgring to Le Mans—piloted by legends such as Sir Stirling Moss and Jean Behra. With only an estimated 34 examples ever produced, surviving cars routinely command prices in the millions.

It was this rarity, near-mythical price tag, and fundamental mechanical simplicity that made it an ideal candidate for the replica—or “evocation”—market. One of the most notable ventures to embrace the challenge was GP Projects of Princes Risborough. Originally known for preparing Lolas and Ford GT40s for competition, the company shifted into producing fiberglass automotive kits in 1968, eventually reaching a remarkable output of around 100 kits per month.

Among their offerings was the Spyder body, designed to mount to a shortened Volkswagen Beetle chassis—allowing enthusiasts to create a compelling evocation at a fraction of a fraction of the cost of an original.

While many replicas make do with standard Volkswagen Beetle running gear—typically producing a modest 60–80 bhp—this particular example is in a league of its own. It has been engineered with serious performance in mind, transforming it from a simple evocation into a highly capable and meticulously constructed driver’s car.

At its heart lies an engine built by the renowned John Maher Racing, renowned air cooled engine specialist and known as one of the best air cooled engine builds in the world, delivering an impressive 133 bhp at over 6,000 rpm. This is more than double the output of a conventional Beetle powerplant, giving the car the kind of urgency and character far closer to the original 718 RSK experience.

To ensure this power is exploited to its fullest, the drivetrain has been thoughtfully upgraded. A bespoke five-speed Berg close-ratio gearbox keeps the engine in its optimal rev range, while a Quaife ATB differential significantly enhances traction and stability under spirited driving. A Kennedy high-pressure clutch handles the increased torque and cooling has also been given serious attention with a 13-row Mocal oil cooler, assisted by twin Kenlowe eight-inch electric fans, maintains consistent temperatures even during sustained high-performance use—an essential consideration for an air-cooled engine producing this level of power.

Make no mistake, this combination not only provides a thrilling and visceral driving experience and comes at quite the price - the gearbox work totalled £4000 alone, with the engine work running into five figures.

Accompanying the car is an extensive and well-curated history folder. It includes detailed invoices, build notes, the original construction manual, wiring diagrams, email correspondence, and numerous other supporting documents. Together, they provide a clear and reassuring record of the car’s development, craftsmanship, and ongoing care—underscoring the uniqueness and quality of this remarkable build.

Specification:

JMR built flat four engine

1914cc

044 CB Magnum cylinder heads, polished, ported and 3 angle valve seats

Gene Berg stainless steel valves

Engle dual valve springs

1-1.25 ratio rockers

Engle 125 camshaft

Counterweighted crankshaft

Lightened eight dowelled flywheel

Scat 1.5 litre deep sump

Mocal 13 row oil cooler

Twin Kenlowe eight inch cooling fans

Delorto DRLA 40 twin choke Carburettors and manifolds

Tube Torque exhaust system in stainless steel 4 into 2 into 1

JMR blueprinted Berg 5 speed close ratio gearbox

Quaife ATB differential

Kennedy high pressure clutch

133bhp at 6500 rpm