GLÖCKLER-PORSCHE 356 CARRERA 1500 COUPE GOES UNDER THE HAMMER
Porsche and motorsport have always been inseparable. It’s almost impossible to imagine a time when Porsches did not compete in — and win — every race, from top-level endurance events to amateur sprints all across the globe. This isn’t to say Porsche always had the resources to fund a world-beating works team, though. Indeed, in its earliest years, while the company was still establishing itself, Porsche relied on outsiders to explore the inherent performance potential of its offerings. Walter Glöckler was one such outsider. A Frankfurt-based Volkswagen and Porsche dealer from the very early days, he had been a motorcycle racer before World War II and, to satisfy his need for speed, he and engineer, Hermann Ramelow, constructed a series of special race cars in the late 1940s. The first used no Porsche components, but things changed when Glöckler recognised the value of Porsche’s engineering. Watchful eyes in Gmünd, then Zuffenhausen, paid close attention to the so-called Glöckler-Porsches. In fact, Glöckler’s lightweight, rear-mid- engine racing spyders, particularly the 1953 Glöckler-Porsche 1500 Super, are acknowledged as inspiration for the famous 550 Spyder.
For his sixth and final Porsche-based car, Glöckler acquired an original 1954 Pre-A 356 chassis, number 12213, direct from Porsche. Power came from a very early example of the Ernst Fuhrmann-designed fourcam ‘vertical shaft’ flat-four, an advanced engine well-suited to this forward-looking vehicle. It was matched to a four-speed gearbox. Conceived to compete in the 1954 Mille Miglia, this special car would be the sole Glöckler-Porsche coupe, an unusual choice in an age when most race cars were open-topped. Frankfurt’s C.H. Weidenhausen, the coachbuilder responsible for the first two 550 RS prototype bodies, executed the coupe’s curvaceous aluminium panels. The bodywork’s overall design would have already stood out for its nearly vertical headlamps (plus a low-mounted central front light) and its tailfins, but the unique coupe roofline made it quite unlike anything else on the road or track. A huge, split backlight gave nearly panoramic views, all the better to spot pursuing rivals, while roof cut-outs for the doors eased entry and exit when a helmet was worn. Unfortunately, the car wasn’t completed in time for the race, instead debuting at the 1954 Liège– Rome–Liège road rally. Walter Glöckler’s cousin, Helm Glöckler, and co-driver, Max Nathan, piloted the sporty coupe over the course of the demanding event. Despite oil supply problems forcing a retirement, the duo is said to have driven the coupe across the finish line.
After the race, the car spent time at the Porsche factory. By the close of 1954, it had been exported to the USA. Later, in the 1970s, the car was acquired by Rudi Klein and was parked in his famous sports and luxury car salvage yard near Los Angeles. It would stay there until Hans Heffels, a Frankfurt-based Lufthansa employee, negotiated the return of the Glöckler-Porsche to its homeland. He was, however, unable to take on the demanding overhaul required, resulting in the car remaining in a decidedly disassembled state until 2005, when classic Porsche collector, Hans Georg Frers, obtained the air-cooled speed machine and commissioned a comprehensive restoration. Ulrich Weinberg of Zetel, Germany, was tasked with repairing the bodywork, preserving all original aluminium, save for the front panel (which is still with the car today). At some point in the first decades of its life, the car’s original engine was replaced by the punchy 1.5-litre four-cam no.P90016, which was originally installed in 550 Spyder chassis 550-0026 (such swaps were not uncommon at the time). This complex engine was entrusted to specialist, Armin Baumann of Switzerland, for a complete rebuild.
Acquired by the current owner in 2016, this remarkable Glöckler- Porsche remains in excellent condition and, accompanied by restoration documentation, correspondence from the Glöckler family and a FIVA identity card, this significant piece of the Porsche motorsport story (and a candidate for many of the world’s top historic rallies) finally resurfaced at RM Sotheby’s Monterey Auction just as we went to print with this issue of Classic Porsche. Congratulations to the winning bidder.
FIRST CORNER OF NORDSCHLEIFE TO BE NAMED AFTER SABINE SCHMITZ
In a move many of us considered long overdue even before the untimely passing of racing driver, Sabine Schmitz, officials at the Nürburgring have announced the first corner on the legendary Green Hell will be known as Sabine-Schmitz-Kurve following an official ceremony scheduled for September 11th, when a six-hour round of the Nürburgring Endurance Series (the largest grassroots motorsport series in the world) is scheduled to take place.
Schmitz amassed a staggering 33,000 laps of the Nürburgring, not only as a professional racing driver (both with and without her husband, Klaus Abbelen, co-owner of Porsche endurance racing outfit, Frikadelli, by her side), but also as the operator of a BMW E60 M5 ‘Ring taxi. She also hit the track in the Schmitz family car (without her parents knowledge) as a teenager. The Queen of the Nordschleife would go on to become the first and, as yet, only woman to win the 24 Hours of Nürburgring, which she achieved in 1996, before repeating the feat the following season. She also participated in the Nürburgring Endurance Series back when it was known as Veranstaltergemeinschaft Langstreckenpokal Nürburgring (VLN, the Association of Nürburgring Endurance Cup Organisers), winning the series in 1998.
She possessed a natural talent behind the wheel, demonstrated by the various Nordschleife lap records she smashed, including her efforts to achieve a sub-ten-minute lap in a Ford Transit panel van. The resulting coverage on Top Gear made her a household name across Europe and rewarded her with various media and presenting gigs across numerous networks. She may be gone from the grid, but thanks to the introduction of Sabine-Schmitz-Kurve, she will live on at the Nordschleife forever.
The 911 992 GT3 Touring is an exceedingly special 911, there’s no question about that. In terms of moving the game on over the brilliant 991 before it, we’ve documented this with a back-toback road test beginning on page 14, but there’s a larger subtext here that’s relevant to the wider 911 story. That’s because it’s not simply bettering the 991 which makes the 992 GT3 Touring such an astounding accomplishment, but because it does so amid a challenging backdrop of evertightening restrictions and legislation across a breadth of areas. Whether it’s emissions or pedestrian safety, governments aren’t just moving the goalposts for traditional sports cars: they’re shrinking the goal entirely. As we’ve discovered previously in this magazine, Porsche’s GT department chief, Andreas Preuninger, has admitted to having sleepless nights trying to evolve such spectacular machines such as a GT3 while conforming to these increasingly stringent laws. It presents the ultimate conflict: how can you improve on something so revered… while having one hand tied behind your back? The fact we can still enjoy a high-revving, naturally aspirated engine in a GT3 is nothing short of miraculous, especially in a sphere where other brands have gone turbocharged or committed to electric power altogether. But not only is the traditional GT3 still present, it’s entirely relevant: it’s quicker, more powerful, has more grip and, crucially, is more efficient than ever before. Yes, its ability to please both lawmakers and petrolheads is borne out of a need to conform, but legislation has led to marvellous innovation, and the result is nothing short of astounding. Where can Porsche possibly go from here? I’m sure headaches are being had over that very subject as you read this, but nevertheless, the 992 GT3 must surely go down as one of the great triumphs over motoring adversity. Kudos, Mr Preuninger.
I owned a red 1983 Volkswagen Golf Mk1 GTI from the first series with the 1.8-litre engine and 5-speed manual. Till today I have found no other car that was so much fun to drive like the little GTI, by today standarts it is slow… but it was a pleasure to drive, unfortunatly a drunk woman with here BMW drove into my parked GTI.
Following on from the success of its Bentayga Hybrid, Bentley has announced the new Flying Spur Hybrid, which features a 2.9-litre twin-turbocharged petrol V6 engine mated to a 134bhp electric motor for a combined 536bhp. Joining non-electrified V8 and W12 models in the Flying Spur range, the new plug-in hybrid uses a 14.1kWh battery to offer a projected EV range of more than 25 miles. The V6 develops 150bhp per litre (more than the V8) courtesy of centralised injectors and spark plugs, while the electric motor alone produces some 295lb.ft. of torque, which Bentley says “minimises any perceived delay often associated with turbocharger lag”. A 0-60mph (0-100km/h) time of 4.1 seconds and a top speed of 177mph means the Hybrid closely matches the performance of the standard V8 Flying Spur. Claimed to be Bentley’s most efficient road car yet, with a combined petrol-electric range of more than 435 miles between fill-ups, the Flying Spur Hybrid features unique badging, an EV drive mode selector and four oval exhaust exits. The infotainment system is also equipped with a selection of hybrid-specific connected services, including advanced recent trip data, remote charging activation and cabin pre-conditioning. The infotainment screen can also be used to show a real-time energy flow diagram, as well as a charge duration indicator and efficiency statistics. Customer deliveries of the Flying Spur Hybrid will begin later this year, with prices likely to start at around the £145,000 mark.
Is this the first cool Vauxhall Astra? Yes, that really is the new Astra. Mark Adams and his design team are on a serious roll, with new models from the brand looking thoroughly modern with the ninjalike ‘Vizor’ front end and sculpted creases. Of course, it has owner Stellantis (and the former PSA Group) to thank for its powertrain and technology upgrades: the Astra’s footprint is exactly the same length as the recently-revealed Peugeot 308, and plug-in hybrid power (with around 30 miles of e-range) comes to Vauxhall’s family hatch for the first time. It’s clever inside, too: the seats actively contour to you when different drive modes are applied, and a new infotainment system aims to move the game significantly forward from the laggy and fiddly one used by so many cars from Stellantis. Vauxhall’s IntelliLux matrix lights and semiautonomous IntelliDrive tech will be available, too. In combination with the Corsa and Mokka, is this the start of a new era of exciting-looking Vauxhalls? Could be.
Meanwhile, in Britain, EV conversion specialist Electrogenic has revealed its own one-off take on a French classic: the Citroën DS. The DS Électronique swaps its four-cylinder petrol engine for a 120bhp electric motor, which is powered by a 48.5kWh battery, giving around 140 miles of range. Only the absence of exhaust pipes gives away the car’s revised mechanicals, with even the original manual gearbox and ‘selflevelling’ hydropneumatic suspension being retained. UK firm has given DS a 120bhp motor and 48.5kWh battery
The word ‘retromod’ doesn’t really seem to cut it when the car you are updating is barely old enough to qualify for classic insurance. (Of course, the word retromod is horrible and shouldn’t be used anyway, but that’s another story.) Yet news that McLaren is doing a number on the McMerc (alright, the Mercedes-Benz SLR McLaren) seems to really tap into the zeitgeist.
Even before Octane heard the news and Mark Dixon tested the sensational results, we had been discussing that this mightily impressive machine seemed to be one of those rare greats that slips under the radar. Not like the Jaguar XJ220, which even now tracks way below its contemporary rivals, all of which have taken off, even the Bugatti EB110 – but more like the XJR15, which languished in the doldrums for so long before savvy (and wealthy) petrolheads realised that, by reverse-engineering these Jaguar race-cars-for-the-road, you could have the next best thing to a McLaren F1 for a tiny fraction of the price.
All of which makes mention in our second McMerc piece – James Page’s superb analysis of the 722 GT – of a potential renaissance all the more tantalising. And to my mind probably brings that XJR15 comparison into even sharper relief. McLaren is pretty tight-lipped about the ‘project’ just at the moment, but we are justifiably excited. Bring it on!
We all deserve a second chance I may not have always owned one, but I like to think I have always been a Lotus man. I suppose I can’t count my Westfield Eleven, but Elan, Elan +2, Elite and Elise have all been wonderful additions to the Elliott fleet over the years. And as soon as the kids are gone, or a pension matures, or the right Lotto numbers come up, I can promise there will be another.
Being a diehard Lotus fan can be testing, though. At times it has been rather like being a devoted England football fan – the talent is there for all to see, but somehowit is perpetually squandered until inevitable failure ensues. Not now, though. When Geely took over in 2017, I was shocked by the open distrust of the new owners, an overarching suspicion straight out of some 1950s movie. Yet look at what Geely has done at Volvo and what it is now promising to do at Lotus. Stability and investment? Lotus has never had it so good.
GLÖCKLER-PORSCHE 356 CARRERA 1500 COUPE GOES UNDER THE HAMMER
Porsche and motorsport have always been inseparable. It’s almost impossible to imagine a time when Porsches did not compete in — and win — every race, from top-level endurance events to amateur sprints all across the globe. This isn’t to say Porsche always had the resources to fund a world-beating works team, though. Indeed, in its earliest years, while the company was still establishing itself, Porsche relied on outsiders to explore the inherent performance potential of its offerings. Walter Glöckler was one such outsider. A Frankfurt-based Volkswagen and Porsche dealer from the very early days, he had been a motorcycle racer before World War II and, to satisfy his need for speed, he and engineer, Hermann Ramelow, constructed a series of special race cars in the late 1940s. The first used no Porsche components, but things changed when Glöckler recognised the value of Porsche’s engineering. Watchful eyes in Gmünd, then Zuffenhausen, paid close attention to the so-called Glöckler-Porsches. In fact, Glöckler’s lightweight, rear-mid- engine racing spyders, particularly the 1953 Glöckler-Porsche 1500 Super, are acknowledged as inspiration for the famous 550 Spyder.
For his sixth and final Porsche-based car, Glöckler acquired an original 1954 Pre-A 356 chassis, number 12213, direct from Porsche. Power came from a very early example of the Ernst Fuhrmann-designed fourcam ‘vertical shaft’ flat-four, an advanced engine well-suited to this forward-looking vehicle. It was matched to a four-speed gearbox. Conceived to compete in the 1954 Mille Miglia, this special car would be the sole Glöckler-Porsche coupe, an unusual choice in an age when most race cars were open-topped. Frankfurt’s C.H. Weidenhausen, the coachbuilder responsible for the first two 550 RS prototype bodies, executed the coupe’s curvaceous aluminium panels. The bodywork’s overall design would have already stood out for its nearly vertical headlamps (plus a low-mounted central front light) and its tailfins, but the unique coupe roofline made it quite unlike anything else on the road or track. A huge, split backlight gave nearly panoramic views, all the better to spot pursuing rivals, while roof cut-outs for the doors eased entry and exit when a helmet was worn. Unfortunately, the car wasn’t completed in time for the race, instead debuting at the 1954 Liège– Rome–Liège road rally. Walter Glöckler’s cousin, Helm Glöckler, and co-driver, Max Nathan, piloted the sporty coupe over the course of the demanding event. Despite oil supply problems forcing a retirement, the duo is said to have driven the coupe across the finish line.
After the race, the car spent time at the Porsche factory. By the close of 1954, it had been exported to the USA. Later, in the 1970s, the car was acquired by Rudi Klein and was parked in his famous sports and luxury car salvage yard near Los Angeles. It would stay there until Hans Heffels, a Frankfurt-based Lufthansa employee, negotiated the return of the Glöckler-Porsche to its homeland. He was, however, unable to take on the demanding overhaul required, resulting in the car remaining in a decidedly disassembled state until 2005, when classic Porsche collector, Hans Georg Frers, obtained the air-cooled speed machine and commissioned a comprehensive restoration. Ulrich Weinberg of Zetel, Germany, was tasked with repairing the bodywork, preserving all original aluminium, save for the front panel (which is still with the car today). At some point in the first decades of its life, the car’s original engine was replaced by the punchy 1.5-litre four-cam no.P90016, which was originally installed in 550 Spyder chassis 550-0026 (such swaps were not uncommon at the time). This complex engine was entrusted to specialist, Armin Baumann of Switzerland, for a complete rebuild.
Acquired by the current owner in 2016, this remarkable Glöckler- Porsche remains in excellent condition and, accompanied by restoration documentation, correspondence from the Glöckler family and a FIVA identity card, this significant piece of the Porsche motorsport story (and a candidate for many of the world’s top historic rallies) finally resurfaced at RM Sotheby’s Monterey Auction just as we went to print with this issue of Classic Porsche. Congratulations to the winning bidder.
FIRST CORNER OF NORDSCHLEIFE TO BE NAMED AFTER SABINE SCHMITZ
In a move many of us considered long overdue even before the untimely passing of racing driver, Sabine Schmitz, officials at the Nürburgring have announced the first corner on the legendary Green Hell will be known as Sabine-Schmitz-Kurve following an official ceremony scheduled for September 11th, when a six-hour round of the Nürburgring Endurance Series (the largest grassroots motorsport series in the world) is scheduled to take place.
Schmitz amassed a staggering 33,000 laps of the Nürburgring, not only as a professional racing driver (both with and without her husband, Klaus Abbelen, co-owner of Porsche endurance racing outfit, Frikadelli, by her side), but also as the operator of a BMW E60 M5 ‘Ring taxi. She also hit the track in the Schmitz family car (without her parents knowledge) as a teenager. The Queen of the Nordschleife would go on to become the first and, as yet, only woman to win the 24 Hours of Nürburgring, which she achieved in 1996, before repeating the feat the following season. She also participated in the Nürburgring Endurance Series back when it was known as Veranstaltergemeinschaft Langstreckenpokal Nürburgring (VLN, the Association of Nürburgring Endurance Cup Organisers), winning the series in 1998.
She possessed a natural talent behind the wheel, demonstrated by the various Nordschleife lap records she smashed, including her efforts to achieve a sub-ten-minute lap in a Ford Transit panel van. The resulting coverage on Top Gear made her a household name across Europe and rewarded her with various media and presenting gigs across numerous networks. She may be gone from the grid, but thanks to the introduction of Sabine-Schmitz-Kurve, she will live on at the Nordschleife forever.
The 911 992 GT3 Touring is an exceedingly special 911, there’s no question about that. In terms of moving the game on over the brilliant 991 before it, we’ve documented this with a back-toback road test beginning on page 14, but there’s a larger subtext here that’s relevant to the wider 911 story. That’s because it’s not simply bettering the 991 which makes the 992 GT3 Touring such an astounding accomplishment, but because it does so amid a challenging backdrop of evertightening restrictions and legislation across a breadth of areas. Whether it’s emissions or pedestrian safety, governments aren’t just moving the goalposts for traditional sports cars: they’re shrinking the goal entirely. As we’ve discovered previously in this magazine, Porsche’s GT department chief, Andreas Preuninger, has admitted to having sleepless nights trying to evolve such spectacular machines such as a GT3 while conforming to these increasingly stringent laws. It presents the ultimate conflict: how can you improve on something so revered… while having one hand tied behind your back? The fact we can still enjoy a high-revving, naturally aspirated engine in a GT3 is nothing short of miraculous, especially in a sphere where other brands have gone turbocharged or committed to electric power altogether. But not only is the traditional GT3 still present, it’s entirely relevant: it’s quicker, more powerful, has more grip and, crucially, is more efficient than ever before. Yes, its ability to please both lawmakers and petrolheads is borne out of a need to conform, but legislation has led to marvellous innovation, and the result is nothing short of astounding. Where can Porsche possibly go from here? I’m sure headaches are being had over that very subject as you read this, but nevertheless, the 992 GT3 must surely go down as one of the great triumphs over motoring adversity. Kudos, Mr Preuninger.
Nice job
Very rare sport car!
Power up x2 is an series car?
Is this derivative of MB OM 642 LS engine single-turbo or biturbo? 207 Nm/liter is very impressive from a single-turbo diesel engine.
Nice job
Had one for 3 years, so light (810 kilos) and fun to drive!
I owned a red 1983 Volkswagen Golf Mk1 GTI from the first series with the 1.8-litre engine and 5-speed manual. Till today I have found no other car that was so much fun to drive like the little GTI, by today standarts it is slow… but it was a pleasure to drive, unfortunatly a drunk woman with here BMW drove into my parked GTI.
Nice job for this Mk1 Golf/Rabbit!
PLUG-IN FLYING SPUR
Following on from the success of its Bentayga Hybrid, Bentley has announced the new Flying Spur Hybrid, which features a 2.9-litre twin-turbocharged petrol V6 engine mated to a 134bhp electric motor for a combined 536bhp. Joining non-electrified V8 and W12 models in the Flying Spur range, the new plug-in hybrid uses a 14.1kWh battery to offer a projected EV range of more than 25 miles. The V6 develops 150bhp per litre (more than the V8) courtesy of centralised injectors and spark plugs, while the electric motor alone produces some 295lb.ft. of torque, which Bentley says “minimises any perceived delay often associated with turbocharger lag”. A 0-60mph (0-100km/h) time of 4.1 seconds and a top speed of 177mph means the Hybrid closely matches the performance of the standard V8 Flying Spur. Claimed to be Bentley’s most efficient road car yet, with a combined petrol-electric range of more than 435 miles between fill-ups, the Flying Spur Hybrid features unique badging, an EV drive mode selector and four oval exhaust exits. The infotainment system is also equipped with a selection of hybrid-specific connected services, including advanced recent trip data, remote charging activation and cabin pre-conditioning. The infotainment screen can also be used to show a real-time energy flow diagram, as well as a charge duration indicator and efficiency statistics. Customer deliveries of the Flying Spur Hybrid will begin later this year, with prices likely to start at around the £145,000 mark.
Nice featute in new MB
Is this the first cool Vauxhall Astra? Yes, that really is the new Astra. Mark Adams and his design team are on a serious roll, with new models from the brand looking thoroughly modern with the ninjalike ‘Vizor’ front end and sculpted creases. Of course, it has owner Stellantis (and the former PSA Group) to thank for its powertrain and technology upgrades: the Astra’s footprint is exactly the same length as the recently-revealed Peugeot 308, and plug-in hybrid power (with around 30 miles of e-range) comes to Vauxhall’s family hatch for the first time. It’s clever inside, too: the seats actively contour to you when different drive modes are applied, and a new infotainment system aims to move the game significantly forward from the laggy and fiddly one used by so many cars from Stellantis. Vauxhall’s IntelliLux matrix lights and semiautonomous IntelliDrive tech will be available, too. In combination with the Corsa and Mokka, is this the start of a new era of exciting-looking Vauxhalls? Could be.
Nice pre-Bond era Aston
Meanwhile, in Britain, EV conversion specialist Electrogenic has revealed its own one-off take on a French classic: the Citroën DS. The DS Électronique swaps its four-cylinder petrol engine for a 120bhp electric motor, which is powered by a 48.5kWh battery, giving around 140 miles of range. Only the absence of exhaust pipes gives away the car’s revised mechanicals, with even the original manual gearbox and ‘selflevelling’ hydropneumatic suspension being retained. UK firm has given DS a 120bhp motor and 48.5kWh battery
Like this cool version of MG
Nice Coupe
The word ‘retromod’ doesn’t really seem to cut it when the car you are updating is barely old enough to qualify for classic insurance. (Of course, the word retromod is horrible and shouldn’t be used anyway, but that’s another story.) Yet news that McLaren is doing a number on the McMerc (alright, the Mercedes-Benz SLR McLaren) seems to really tap into the zeitgeist.
Even before Octane heard the news and Mark Dixon tested the sensational results, we had been discussing that this mightily impressive machine seemed to be one of those rare greats that slips under the radar. Not like the Jaguar XJ220, which even now tracks way below its contemporary rivals, all of which have taken off, even the Bugatti EB110 – but more like the XJR15, which languished in the doldrums for so long before savvy (and wealthy) petrolheads realised that, by reverse-engineering these Jaguar race-cars-for-the-road, you could have the next best thing to a McLaren F1 for a tiny fraction of the price.
All of which makes mention in our second McMerc piece – James Page’s superb analysis of the 722 GT – of a potential renaissance all the more tantalising. And to my mind probably brings that XJR15 comparison into even sharper relief. McLaren is pretty tight-lipped about the ‘project’ just at the moment, but we are justifiably excited. Bring it on!
We all deserve a second chance I may not have always owned one, but I like to think I have always been a Lotus man. I suppose I can’t count my Westfield Eleven, but Elan, Elan +2, Elite and Elise have all been wonderful additions to the Elliott fleet over the years. And as soon as the kids are gone, or a pension matures, or the right Lotto numbers come up, I can promise there will be another.
Being a diehard Lotus fan can be testing, though. At times it has been rather like being a devoted England football fan – the talent is there for all to see, but somehowit is perpetually squandered until inevitable failure ensues. Not now, though. When Geely took over in 2017, I was shocked by the open distrust of the new owners, an overarching suspicion straight out of some 1950s movie. Yet look at what Geely has done at Volvo and what it is now promising to do at Lotus. Stability and investment? Lotus has never had it so good.
Nice car