In the mid-1960s, a young engineer named Ferdinand Piëch—son of Marie Luise Piëch (née Porsche) and nephew of Ferry Porsche – joined Porsche and began his illustrious career in the racing department. His arrival marked a pivotal moment in the company’s history, leading to groundbreaking developments in motorsport engineering.

Piëch’s first completely new design was the legendary Porsche Carrera 6, a sports prototype that featured a steel tubular frame bonded with lightweight fiberglass – a first for Porsche. Competitive from the outset, the Carrera 6 still utilized relatively narrow 15-inch wheels and was powered by an upgraded yet traditional 2.0-liter carbureted engine.

Driven by a vision for a more aggressive and advanced race car, Piëch was inspired by the success of the Carrera 6 to develop its successor: the Porsche 910. Designed to be exceptionally low to reduce aerodynamic drag, the 910 featured a removable Targa top to accommodate taller drivers and improve heat ventilation – a unique characteristic for a race car of its time.

The new car was equipped with the Bosch mechanical fuel injection system, initially an inline row pump later upgraded to a double-row pump. The flat six-cylinder engine maintained a displacement of 1,996 cc but saw an increase in output to 220 HP. Significant advancements included the introduction of 13-inch magnesium wheels – 8 inches wide at the front and 9.5 inches at the rear – with central locking hubs, replacing the earlier 15-inch wheels.

Only 44 units of the Porsche 910 were built, with just 16 fitted with the 2.0-liter flat-six engine that boasted all of Porsche’s race pedigree features:

• Lightweight magnesium engine case
• Smaller fan and fan shroud to reduce intake drag
• Centrally lubricated cams
• Slide throttle system
• Special small race oil filter
• Magneti Marelli twin-spark distributor
• Lightweight flywheel
• Reinforced clutch
• Titanium connecting rods
• Special pistons and cylinders

Two of these 16 cars were built as long-tail versions for endurance racing. The remaining 28 cars were equipped with the 2.2-liter flat-eight engine, which, despite offering more power, proved heavier and more complex.

A significant achievement was the weight reduction of approximately 10%, bringing the car’s weight down to just 600 kilograms from the Carrera 6’s 675 kilograms. This reduction, combined with its engineering advancements, resulted in performance that was nothing short of mind-blowing, making the Porsche 910 almost unbeatable in its 2.0-liter class.

The particular car presented here, chassis number 001, was the very first Porsche 910 ever built by the factory. It is easily distinguishable from later models by its sharper, more shark-like front nose, with two air inlets positioned closer together
– a feature evident in original photo- graphs found in its vintage Austrian title documents. Built by Porsche as a coupé and consistently maintained in that configuration, it is not to be confused with the 910 Bergspyder variant – another car that also bore the chassis number 001 but was an entirely different vehicle altogether.

Initially tested by the factory, the car was then driven by famed works driver Hans Herrmann, who would later secure an overall victory at the 1970 24 Hours of Le Mans in a Porsche 917. Herrmann also piloted this car in a hill climb race in Italy, showcasing its versatility and competitive edge.

In 1968, the factory sold the car to works driver Rudi Lins, who campaigned it with great success under the sponsorship of Bosch Racing in numerous events, including the 1000 Kilometers of the Salzburg Ring endurance race and many others. He was also the person to register the car under his name with its original Austrian title – records that remain with the car to this day. The car’s successful race history is well-documented in literature and publications, such as the book Time and Two Seats, which details its accomplishments during its active period.

It then passed into the hands of Lambert Hofer, a well-connected private racer who campaigned the 910 extensively. Under his steward-ship, it took part in numerous events and was at times driven by notable talents like Otto Stuppacher, Rolf Stommelen, and even three-time Formula 1 World Champion Niki Lauda. Unfortunately, Hofer’s lavish spending on racing ultimately led to the downfall of his family’s renowned Viennese business. Ousted by his relatives, he retreated to rural Austria where he spent his time joining the local bars. In 1994, he sold the car – along with an envelope of original documents on company letterhead and bearing his signature – to its current owner, preserving an invaluable link to its past.

While the car was complete when it changed hands, several modi-fications had been made over the years to keep it competitive – a common practice for race cars that were actively campaigned well into the late 1970s and even early 1980s. Modifications included:

• Enlarged rear wheel arches on the bonnet
• Fitting of larger 15-inch wheels
• Installation of larger throttle stacks and a larger bore slide throttle
• Addition of extra roll cage tubes for enhanced protection
• Removal of the rear window

All these modifications were meticulously reversed during a careful restoration to return the car to its original delivery specifications. Subtle evidence of the previous wheel cutouts can still be seen as slight variations in the fiberglass structure on the restored wheel  arche.

Every nut and bolt on the car was addressed to bring it up to FIA vintage competition race-ready standards and make it fully eligible for international historic racing events. The engine and gearbox were overhauled by one of the most renowned Porsche engine specialists in Germany. Each detail received the utmost care, culminating in a high-end paint job. Post-restoration, the car was tested at several racetracks and has been occasionally show-cased at vintage events. Moreover, it is accompanied by a German title and road registration – documents that, for this particular chassis number, can only be issued once EU-wide – further underscoring its authenticity and singular status.

A comprehensive documentation folder accompanies this iconic vintage race car, including:

• Original vintage Austrian title („Einzelgenehmigung“)
• German title and registration
• Two sets of FIA papers
• Old Christophorus magazines featuring the car
• Vintage photographs
• Restoration pictures

The current market value of comparable Porsche 910s ranges between $2.5 million and $2.8 million, depending on condition and provenance. However, there isn’t another Porsche 910 race car with its original magnesium engine that still retains its original title and current EU registration. This car can be readily used in any competition or road race events throughout Europe.

The Porsche 910 represents a significant chapter in Porsche’s illustrious racing history, symbolizing the determination and pioneering spirit of its engineers and drivers. Its legendary performance, impressive engineering advancements, and the captivating stories that surround it make the Porsche 910 a milestone in motorsport and a source of eternal fascination.