This Street-Legal Porsche 962 Race at Le Mans. Now It Can Be Yours.
What's better than a classic race car? One that can be driven on public roads, of course.
A Porsche 962 that raced at Le Mans is currently up for sale on Racecarsdirect.com. The vehicle's competitive history alone would make it noteworthy, but this example is also street-legal. That's right, you can drive it to and from your next track day.
More from Robb Report
This 19th-Century Townhouse in Scotland Was Decked Out by King Charles III's Go-To Decorator
Ultra-Luxury Homes Take 400% Longer to Sell Than Median-Priced Homes: Study
Bulgari Just Opened the World's Largest Luxury Jewelry Manufacture
The 962 is one of the great race cars in Porsche history. The sports prototype was introduced in 1984 as the replacement for the 956. It may not have reached the heights of its predecessor, which won the 24 Hours of Le Mans, but the 962 took the checkered flag at endurance racing's main event two times and won 19 constructors's championships across various series.
Privateer team Kremer Racing built and campaigned this particular 962, chassis no. CK6-88, in 1988. It competed on multiple fronts that season, including the FIA World Sports Prototype Championship, the FIA Coupe d'Europe Interserie, and the FIA World Challenge. It's not one of the most successful 962s, but Kris Nissen drove it to victory at Hungaroring, Hockenheim, and Wunstorf. It also came in 9th at Le Mans that year, and Mario and Michael Andretti drove it during the final race of the World Challenge season. It was retired from international competition at the end of that year, but popped up at historical races in the decades since.
Today, the car wears the same red and white Kenwood livery it did when it competed at Le Mans in 1988. The vehicle has been rebuilt since, but is still powered by a period-appropriate 3.0-liter twin-turbocharged flat six, according to the sale listing. That mill makes an estimated 740 hp, which is sent to the rear axle via a five-speed manual. The car's current owner, Joe Macari, employed Coventry-based BBM Motors to convert it for road driving earlier this decade. This process involved equipping the vehicle with a handbrake, a headset for driver-passenger communication, and a traction control system.
The 962 Kremer, which is currently located in England, is available to purchase now through Racecarsdirect.com. Macari is asking £999,950, or roughly $1.3 million, for the car. That's a lot, of course, but at least you won't have to pay a prohibitive tariff should you want to import it to the U.S.Best of Robb Report
The 2024 Chevy C8 Corvette: Everything We Know About the Powerful Mid-Engine Beast
The World's Best Superyacht Shipyards
The ABCs of Chartering a Yacht
Click here to read the full article.
Hashtags
Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles
Motor Trend
an hour ago
- Motor Trend
Our Hyundai Ioniq 6 Is Almost as Fast as a Porsche Taycan
These days when it comes to analyzing performance, traditional metrics like 0 to 60 mph and quarter mile times often only tell part of the story. Sure, the likes of a 2025 Porsche Taycan S can easily pummel a fellow EV sedan such as our yearlong review 2024 Hyundai Ioniq 6 SE Long Range out at the test track. But when it comes to charge times, we recently found during our testing that the Ioniq 6 can more than hang with the Taycan S. The Hyundai Ioniq 6 SE Long Range impresses with fast charging, nearly rivaling the Porsche Taycan. It adds 267 miles in 30 mins, is efficient, and costs $43K. However, its 292-mile real-world range falls short of the 361-mile EPA estimate. It excels in city efficiency but has minor tech annoyances. This summary was generated by AI using content from this MotorTrend article Read Next It's the type of result that further highlights how impressive Hyundai's E-GMP platform-based EVs continue to be, even when matched against Porsche's recently updated and equally impressive Taycan models. Now that our Ioniq 6 is back at our Los Angeles HQ, we had a chance to subject it to our EV testing regimen, and not only did it outperform just about every other Hyundai Group EV we've tested to date, it's the third fastest-charging EV we've ever tested when it comes to cumulative range added after 15 and 30 minutes at a DC fast charger, behind only a 2025 Taycan S (we tested the Taycan S in both its Normal and Range modes, and are listing the closer Normal results). It's not quite a photo finish, but the Ioniq6 is in the Taycan's ballpark. Here are the results: MotorTrend's Yearlong Review 2024 Ioniq 6 SE Long Range RWD Cumulative Range Added @ 15 min: 200 miles Cumulative Range Added @ 30 min: 267 miles 2025 Porsche Taycan 4S Performance Battery Plus (Normal mode) Cumulative Range Added @ 15 min: 207 miles Cumulative Range Added @ 30 min: 273 miles The differences can be primarily chalked up to the fact that the Taycan S can ingest significantly more average power than the Ioniq 6 when charging from 5 to 80 percent (258 kW for the Porsche versus 195 kW in the Hyundai) and 5 to 100 percent (124 kW versus 105 kW), with total peak power also handily in favor of the Porsche (325 kW for the Taycan and 242 kW for the Ioniq 6). It also must be pointed out that the Ioniq 6 is considerably more efficient—153/127/140 mpg-e versus 89/85/87 mpg-e—so each mile of range added requires fewer kWh coming through the charger. The numbers are also competitive when looking at baseline 5 to 80 and 5 to 100 percent charge times. The Ioniq 6 matches the Taycan to 80 percent at 19 minutes, and the electrons streak into its 77.4-kWh battery pack some six minutes quicker to 100 percent at 45 minutes versus 51 minutes for the Porsche and its 97.0-kWh battery pack. Note that the Taycan has a lot more battery to fill than the Ioniq 6 does. When it comes to our signature MotorTrend 70-mph Road Trip range test, however, the Porsche simply took the Ioniq 6 out to the woodshed, sort of like they'd do if both cars were pitted against each other in a quarter-mile drag race. At an official EPA combined range of 361 miles, the Ioniq 6 managed 292 miles in our test that runs a car at a steady highway route from 100 to 5 percent charge. That's 19 percent off the EPA number and slightly worse than our overall average. It's a good number for its $43K price, however, and it's important to note that we don't expect our test to match the EPA's numbers (our real-world numbers have also normally been far lower). Interestingly, we tested our yearlong car with about 11,400 miles on the odometer, and the number we recorded was virtually the same as a new, mechanically identical 2023 Ioniq 6 we previously range tested, which speaks to the consistency of both our test and the Ioniq 6's battery life to date. It was a far different story for the 2025 Taycan S, which recorded better range test numbers than its official government estimate of 295 miles. In its default drive mode, the Taycan cleared 302 miles, and it cleared 314 miles in efficiency-maximizing Range mode. The Taycan is among the few vehicles we've tested that have bettered the EPA's numbers. The Ioniq 6 does hold one other edge over its fellow EV sedan, with a slightly better drag coefficient (0.21 vs. 0.22), numbers that help both models with overall efficiency. As our testing continues to make clear, nothing is certain, and everything is constantly changing with the charging, performance, and efficiency of EVs that often leads to surprising results, as these numbers illustrate. More On Our Yearlong 2024 Hyundai Ioniq 6 SE Long Range: Our Hyundai Ioniq 6's EPA-Estimated 361-Mile Range Remains Out of Reach The Hyundai Ioniq 6 Carried Us Through a Winter of Content ICCU: The Four-Letter Word Ioniq Owners *Hate* Are the Kids Alright in Our 2024 Hyundai Ioniq 6 SE Long-Range? Long Hauling in Our 2024 Hyundai Ioniq 6 SE Long-Range A Hyundai Ioniq 6 SE Long-Range Just Arrived for a Yearlong Test: Style or Substance? Our Ioniq 6's EPA Estimates Appear Out of Reach
3 hours ago
'24 hours of my life': What it takes to finish Le Mans, the world's most famous endurance race
What's the formula for winning the world's most famous endurance sports car race? Discipline, determination, intense training -- and a little bit of luck. Sixty-two teams consisting of 186 drivers will fight for that glory and prestige this Saturday, when the 93rd 24 Hours of Le Mans begins. The various teams, divided into three race classes -- Hypercar (the top class), LMP2 and LMGT3 -- will experience the toughest 24 hours of their life. All the pain and anguish, however, will pay off when the drivers stand on the podium and hoist the coveted winners' trophy. "Le Mans is a jewel," Oliver Gavin, a five-time 24 Hours of Le Mans winner, told ABC News. "There's a lot of pressure, a lot of mental strain plus the physical toll ... it can be a really intense in the car. Your senses are overloaded with everything you're feeling and seeing." Gavin said he would rely on acupuncture to help relax when he was not chasing his competition on the circuit. Figuring out how to sleep when your teammate is behind the wheel may be even more daunting than driving in torrid rain or sweltering heat, he acknowledged. "It was a lot of trial and error for me -- I tried all lotions and potions," Gavin recalled. "Acupuncture worked ... I would have needles in my face, feet and shoulders. It helped me shut down for a couple of hours and helped me come down from the buzz and adrenaline." He went on, "Young drivers are desperate to do well. My advice -- remove yourself from the pit box and make sure you go somewhere where you can fully shut down. Get out of garage and stop watching the timing screen." Caffeine may seem like a miracle drug for drivers fighting to stay alert at 3 a.m. but regulating caffeine intake is essential, according to Dr. Brian Krabak, a clinical professor of rehabilitation, orthopedics and sports medicine at the University of Washington and Seattle Children's Hospital. "You can lose that quick agility and reaction time with sleep deprivation, which could lead to injury," Krabak told ABC News. "Drivers have to train with caffeine -- you can't throw that in on race day. Too much caffeine can affect the cardiovascular system. Rookies will get into trouble if they try something new." Krabak noted that drivers' bodies sustain strong g-forces as they speed around the 8.5-mile circuit, requiring them to develop good endurance training programs months and years prior to Le Mans. "Drivers have to be well-trained in terms of strength and flexibility," he said. "Your head is bopping around even with a helmet on." Dr. Jade Cobern, a board-certified physician in preventive medicine and an ABC News Medical Unit fellow, added that a driver's physical and mental fatigue can be dangerous in high-stakes environs, like Le Mans. "The teams have to perform at such high levels for a long time," she said. "Driving at high speeds and in unpredictable conditions plus the lack of sleep can lead to errors that have consequences." Several drivers taking part in Le Mans spoke to ABC News ahead of the race. Here's what they revealed about their training, preparation and state of mind, in their own words. The following has been edited. Alex Lynn, 2020 Le Mans winner (LMGTE Pro class), competing in the No. 12 Cadillac V-Series.R The race takes your mind and body to the limit. Every year you always find something new to do better. This year, for me, is about mobility -- mainly my upper back. I am trying to get more movement. When you're stuck in a race car that doesn't have a lot of space for a long time, lots of things cramp up. My hands and feet cramp up toward at the end of the race, when it's most pivotal [for the team]. I am trying to improve my mental capacity and energy over the race week. We have a unique schedule -- practices from 10 p.m. to 12 a.m., so you eat late. Day or night, dry or wet conditions -- you have to be comfortable in anything. To win the race you have to feel confident in any condition. For mental focus, you really have lean into the training you've been putting in. Last year I made a big step by bringing my own personal trainer to the event. He's dedicated to me and wakes me up. I won't set the alarm. This is how I maximize rest. In past races I was scared I wouldn't wake up. When I wake up, I treat it like a new day. I brush my teeth, shower, put on aftershave, do my hair, put on a fresh T-shirt, even if it's only 1 a.m. and I have to sleep again. Last year there was a long safety car due to bad weather conditions. Alex Palou was in there for hours ... I had the music on, trying to stay amped up [before switching]. I love coffee, but it does get to a point where you're so fatigued that it makes you feel sick. Even consuming meat [during the race] becomes difficult, it's tough to process in the body. I rely a lot on protein drinks, it's easier on the stomach. Sim training is an important tool for this race, I have my own simulator. The circuit is beautiful and amazing to drive. The crowd is unbelievable ... the atmosphere is unlike anything we experience for the rest of the year. I will have my family and girlfriend there, it's nice to have support and loved ones to share the moment with you. I dream of winning again ... but I recognize we're very lucky to be able to do this. Felipe Nasr, 2024 and 2025 winner of the 24 Hours of Daytona, competing in the No. 4 Porsche 963 Endurance racing by far is the most extreme, the most dynamic discipline. The demands are different, you stay in the car for so long. I am chasing that victory in Le Mans. Just before I get into the car, I like to be in my own corner and visualize myself tightening the seat belt, plugging in the radio, leaving the pit lane and driving a lap -- I do this over and over all weekend. I am aligning my body and mind before jumping in [the car]. I concentrate on my breathing techniques -- I want to get in the right flow. The adrenaline is so high in the car -- there's so much information going on in your mind. When I get out, I talk to my team and give them feedback. After driving for two or more hours, I have burned 1,000 calories. Hydration is key. When I get back to my RV, I'll get a session in with my physio. I want to get deep into relaxation, bringing my heartbeat back to baseline. I'll get a call 1.5 hours before I have to be in the garage again. I take a cold shower and do a few exercises to get my body going again. The warm-up takes 5-10 minutes and I also drink coffee to warm up, I am a big fan of coffee. But if you drink too much you might get agitated. I am a big fan of fruits, they're easy to digest. I'll eat granola, peanut butter, chia pudding with almond milk. I'll eat a lot in a race like Le Mans. My parents are always asking how I eat all of that food. But I try to eat at least two hours before I jump in the car again, so I can digest. Early morning hours are the trickiest; 3 a.m. to 6 a.m. are the worst times [of the race]. It's hard on the transitions. We try to keep the driver rotations the same -- if I drive at night, I will drive only at night. Another driver on the team will only race in the daytime. I try to keep my training consistent -- I don't try to overtrain before a race like this. Every IMSA race is a test, a preparation for Le Mans. I do weights and functional training, mobility training and stretching. Sometimes I play tennis. The work is no different from what we have been doing every weekend. I am very attune with myself and the team. Jamie Chadwick, Triple W series champion, competing in her first Le Mans in the No. 18 Oreca 07-Gibson I've been fortunate by having good access to some great drivers like Tom Kristensen, Mark Webber and Jensen Button. My teammate, André Lotterer, is also a three-time Le Mans winner. I've been managing my energy -- it's a long week of buildup before the actual race. I am keeping enough [energy] in the tank for Saturday. Driving at night is a completely different beast ... I don't have a lot of experience driving at night and will have to do a good bit of it in this race. There's a lot I still don't know, like when to take the risk and when not to. I just want to keep pushing. I won't have much time to sleep and will be caffeinating for 24 hours. I have to manage that to make sure I don't crash. I am bringing my own coffee machine, which I packed in the car. It's about finding a bit of comfort in something uncomfortable. My training has changed. I have focused on endurance, like trail running. That requires a lot of mental focus. I also love cycling. I am more excited than nervous to be honest. I just want to enjoy the race. I've never driven at Le Mans, so there's been a lot of sim training. It's the best way to learn the circuit. I have a few friends and family coming to the race. I just want to finish and have a solid result. I am excited about the challenge of Le Mans. It will be tough, and I'll be relying on a lot of adrenaline. It's 24 hours of my life. Mike Conway, 2021 Le Mans winner (Hypercar class), competing in the No. 7 Toyota GR010 Hybrid The competition is tougher this year with 21 Hypercars. The pressure [to win] never goes away completely. I try to put the distractions aside. Every year you learn more about yourself and incorporate something differently. I got injured last year so I missed Le Mans. I had a broken collar bone and broken ribs. That injury changed my approach to fitness. Before, I was just doing miles on the bike and maybe some swimming. I am making sure my body is stronger now. I am still trying to figure out how to sleep during the race to be honest. I really don't sleep much, though I want to. When I get out of the car, I am still pumped from what just happened. It's so easy to look at the TV and listen to the radio ... sometimes I can't switch off. Once I have eaten, I do feel more relaxed. I'll shower, put on comfortable clothes and lie down on the bed. It's very hard to sleep when the sun is up. We can black out the rooms but I still know it's light outside. I've had nightmares and dreams where I have missed things or I am late for something. The first thing I think of when I stop driving is hydration. I try to drink when I am in the car, forcing the fluids in and getting plenty of electrolytes. We have a guy here who tests our hydration levels when the race starts. I always bring creature comforts to the race, like my pillow. I also bring food and drinks with me. My diet is a bit of a pain. I am gluten free now. I cut out gluten for health reasons this year. Bringing these items eases my mind a bit -- I have everything here with me. Nyck de Vries, competing in the No. 7 Toyota GR010 Hybrid This is my sixth time competing at Le Mans. My preparation hasn't really changed [from prior years]. It helps to have that experience -- it gives you a level of confidence. I have a better understanding of what to expect. There's so much work that goes into the race ... everything that happens before [the start] is equally as important. There are lots of different variables ... from the moment I get here I try to isolate. I don't have any specific routines. I'll quickly see the engineers after I jump out of the car and debrief with them. I then eat and shower. I'll put on my underwear for my next stint in the car. Then I try to go to bed. This year I am not setting an alarm. I am having the physios wake me up 50 minutes before I need to be ready. I won't shower again but go right to the garage and put my suit on. I don't drink coffee. I look at it as a new race every time I jump in the car. I value sleep over everything. It's a very long week, a long race. I try to catch up on sleep whenever I can. When I see a gap, I take a nap. I definitely have done sim training. But the prep for Le Mans starts way ahead of the actual event. The team has been here for three weeks. I am racing in two series, so that's means more track time, which is valuable. The more you race, the more you train.
Miami Herald
13 hours ago
- Miami Herald
Porsche Drops Truth Bomb on U.S. Production Plans Amid Tariff Negotiations
Porsche has dismissed a Bloomberg report stating that the automaker is considering moving some of its final assembly to the U.S. to ease tariff impacts. The initial report referenced Porsche possibly installing interior components or fitting tires in the U.S., where it currently has no production presence. Instead, Porsche restated its stance from April that U.S. production localization doesn't make financial sense due to its relatively low sales volume. In April, Porsche CFO Jochen Breckner added that U.S. localization wouldn't occur even if the automaker partnered with another brand from its parent company, Volkswagen Group. Still, Volkswagen Group is seriously considering expanding its U.S. manufacturing footprint with another one of its subsidiaries, Audi. An Audi spokesperson reportedly told Automotive News "We want to increase our presence in the U.S.," while adding that the company is confident it'll finalize specific details with Volkswagen Group by the year's end. Volkswagen currently operates one U.S. plant in Chattanooga, Tennessee, and its competitors, BMW and Mercedes-Benz, have factories in Spartanburg, South Carolina, and Tuscaloosa, Alabama, respectively. Porsche's problems in 2025 aren't limited to U.S. tariffs. During Q1, the brand's sales fell 42% in China. Four years ago, Porsche achieved its highest annual sales in China, at 95,671. Chinese consumers are gravitating away from Porsche and turning to newer companies like Xiaomi and BYD's high-end Yangwang brand. Xiaomi's first model, the electric SU7 sport sedan, thrived in China with its Porsche-inspired styling available at a lower price. The $72,591 Xiaomi SU7 Ultra variant with 1,548 horsepower received about 10,000 pre-orders in two hours, slightly exceeding Porsche's Q1 China sales this year. Porsche CEO Oliver Blume said, "We don't care about the volume," and that the company was more concerned with keeping its prices at a high level, "appropriate for Porsche," Reuters reports. However, Blume also told Porsche investors at the company's annual conference on May 21: "Our market in China has literally collapsed," according to The New York Times. Last month, Porsche delayed its all-electric versions of the 718 Boxster and Cayman for the second time, citing difficulty sourcing the models' high-performance battery cells. In April, Porsche said drivers could expect the two electric vehicles (EVs) in 2026, but its most recent delay pushes the release to at least 2027. Porsche has scaled back its financial outlook for 2025 by about 2 billion euros ($2.28 billion), with an expected profit margin range decline of between 6.5% and 8.5% from 10% to 12%. Oliver Blume's desire to maintain Porsche's prices and keep the company's production out of the U.S. makes it likely that the automaker will raise its lineup's costs. Blume, who is also Volkswagen Group's CEO, confirmed he spoke directly to the U.S. commerce secretary, Howard Lutnick, in Washington, D.C., but agreed with Lutnick to keep the conversation's details confidential. However, Porsche is far from the only company that could increase prices because of tariffs, and some of Volkswagen Group's other subsidiaries, such as Audi, can ease tariff impacts with increased U.S. manufacturing. Porsche's approach is more likely to hurt the company in its second-largest market, China, as the country's electric vehicle price war heats up. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
