I miss the days when a car company’s mega-bucks supercar served a purpose other than to lighten the wallets of their wealthiest clients. Of course, manufacturers will argue that the latest hyper hybrids help make ‘cleaner’ cars look sexier and that technology harnessed in the development will eventually trickle down to more affordable offerings. That’s not to take anything away from a LaFerrari or McLaren P1, but cars developed to compete on the world circuit rather than on a forecourt make them, in my book at least, just that little bit more special.
Yes, I’m well aware that most cars built for motorsport are typically rubbish to live with. Only a lucky few have driven a Mercedes CLK GTR, and many of them say they’re a nightmare on public roads. But some manufacturers go the distance to ensure their racing special doesn’t result in a car that’s unbearable to drive in the real world. Think the Toyota GR Yaris, the Subaru Impreza WRX and the car we have here, the Porsche 959, which is arguably the first homologation special that was just as impressive on the road as it was on the rally stage.
As a racer, the 959 was mighty effective. Though developed for Group B rallying, the 959 would see more action in the Paris-Dakar than the WRC, winning the 1986 event outright. Test mules dressed as 911s would win the 1984 event, too, with the all-wheel drive running gear making its way over the 959 two years later. On the black stuff, the 961 (the racing version of the 959, all-wheel-drive system and all) racked up a class win at the 1986 24 Hours of Le Mans and wasn’t a mile off the pace of the Group C prototypes. There’s also little doubt Porsche would have racked up more wins had the Group B ban and the tragic events that provoked it not happened.
Meanwhile, the road car landed right on the back of the race and rally car’s successes in ’86. It was a real game-changer with automatic ride-height control to keep it low to the ground at speed, an all-wheel drive system that could send 80 per cent of the power to the rear wheels and, in a production car first, live tyre pressure monitoring. And it was rapid, packing 450hp from an adapted version of the twin-turbo flat-six engine from the 956 and 962C prototypes. For a short moment, it was the fastest production car on planet Earth, with a 0-62mph time of 3.6 seconds and a top speed of 197mph. That sort of performance is absurd today, let alone in 1986.
Two trim levels were offered: Komfort and Sport, with the latter ditching the clever suspension, air con and other luxuries to save 100kg. The example you see here however is a Komfort, meaning it packs everything that makes a 959 a 959. And it’s the trick dampers, leather interior and electric seats that made this homologation so special. As Matt put it when he drove one up Goodwood Hill last year: “precious few performance models can claim to have left such an indelible mark on the history of the supercar.”
Porsche produced just 292 examples of the 959, most of which were Komfort specs. As you might expect, this one has been treated to a level of care and attention in keeping with its rarity and historical significance. The seller suggests the 45,000-mile, UK-registered example is 'well-documented' and 'well-maintained', claims backed up by the immaculate-looking paintwork and crease-free leather seats. And in keeping with 959’s hi-tech style, the previous owner has fitted an official Porsche Apple CarPlay unit where the radio once sat, which is a must on any old Porsche that’s going to be used - as this 959 should. After all, what’s the point in spending £1,500,000 on something if you aren’t going to use it?
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