901 Problems: Porsche Finds, Restores an O.G. 911

In the early 1960s, Porsche was not yet two decades old, and the 911 was just another new model. Its import to the company wouldn’t truly become clear until the model was saved from outright replacement by the 928 nearly 20 years into its existence. The factory owns early 911s; what it didn’t have was an example of a 901.

Porsche 901 Number 57

To Zuffenhausen heads, the story is old hat, but for casual fans of the marque, here’s a brief recap. When Porsche unveiled its new flat-six-powered car, called the 901, at the 1963 Frankfurt auto show, hackles immediately went up at Peugeot. The Gallic concern sent the small German company a an unfriendly reminder that Peugeot owned the three-digit-with-a-zero-in-the-middle naming convention when it came to roadgoing automobiles, and Porsche would do well to steer clear of it. So while Porsche fielded 804s, 904s, 906s, 908s, and 909s on the track, the road-legal 904 was known as the Carrera GTS, while the plated 906 wound up as the Carrera 6. The new 901, of course, became the 911.

Exactly 82 901s were built before the name change took effect. Most were used for testing, but a few wound up in the hands of the public. At the 2013 Geneva auto show, where Porsche celebrated 50 years of the 911, the company didn’t have a 901 on display. Ruf, on the other hand, did. Former Porsche Cars North America PR man Bernd Harling pointed this out at a post-show dinner to then Porsche chief (now VW supremo) Matthias Müller after Müller wished aloud that he could buy the storied modifier of Porsche automobiles and shut it down. Clearly, not having a 901 in its collection was a sticking point for a company that trades so heavily on heritage. So Porsche set about tracking one down.

Porsche 901 Number 57

In 2015, Porsche got wind of a barn out in Brandenburg that contained a couple of early 911s: one was a gold 1968 911L model, and the other was a red pile of rot bearing the serial number 300 057, marking the car as having been originally built as a 901. Zuffenhausen shelled out the equivalent of $126,000 for the dilapidated pile and $17,000 for the gold car, with an eye toward leaving the ’68 as it was while sending the 1964 901 to the restoration experts at Porsche Classic to work their magic on the dilapidated heap.

In typical vague German hairsplitting language, Porsche said: “Before diving into the vehicle, the experts had assumed that over 50 percent of the body had been destroyed. It now turned out that over half of the sheetmetal was worth preserving.” A hapless ’65 model was cannibalized for its sheetmetal, thus assuring that the car would be composed of as much five-decade-old German ferrous material as possible.

Porsche 901 Number 57

It took a year for the body men to get the steel sorted out. Then came the fitting of parts to the car by now known to Porsche affectionately as Number 57. The company’s crew did it the way high-end hot-rod builders do: The car was assembled, all parts were checked for fit, then the machine was blown back apart for paint. The body was dipped in Porsche’s modern cathodic rustproofing coating and sprayed with modern water-based Signal Red paint, a decision that’s bound to cause some consternation among purists.

Detail nerds will be pleased to know that the 901-specific leather shift boot survived the car’s long dormancy. The Porsche crew found itself puzzled over the seats in a couple of ways. They’d not known that Porsche had offered a seat-lift mechanism in the early cars, which 057 happened to be equipped with, and the car was wearing later seat covers. It turns out that the 901 seats were mounted in the gold ’68 they’d purchased alongside Number 57, featuring six vertical pipes in the backrests, as the 901s had, rather than five. A new ashtray—early units tended to corrode quickly and fall apart within a year—had to be fabricated from scratch. A new headliner was crafted using the early square-pattern punch roller, which Porsche had handily held on to.

Meanwhile, Porsche Classic also dealt with the engine, which was nonoriginal but period appropriate. The top end of the 2.0-liter flat-six came apart without any issues, but the pistons were seized in the cylinders. The rotating assembly was replaced with new parts, while the heads turned out to be salvageable.

After 120 hours of work, including the re-creation of some fiddly little carb-linkage clips, the old lump was fired up on a stand in March of this year and then installed in the car during the summer. By autumn, the car was ready to take its place in the company’s collection, just in time for photos of the 2020 model to leak.

We shudder to think how much Porsche spent purchasing and restoring Number 57. Note to small sports-car companies of the future: If you think your new car may wind up being one of the most famous ever to come down the pike, go ahead and stash one in the corner. You might want it for your Geneva-show booth 50 years from now.

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2017 Mercedes-Benz E-class Wagon in Depth: Where Luxury and Practicality Intersect

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For its prowess in both hauling and handling, the station wagon is often our choice over SUVs and crossovers. As for luxury, Mercedes-Benz is hard to beat. Enter the E-class wagon: the best combination of both. Powered by a strong twin-turbo V-6 with standard all-wheel drive, the E-class wagon is not only quick, it’s also ready for most anything Mother Nature can throw at it. Its posh interior coddles occupants and provides all of the most sought-after technology features, including a massive 12.3-inch infotainment display and an available semi-autonomous driving mode. Yes, it’s pricey, but you get what you pay for: a highly capable, well-equipped, beautifully designed station wagon. It doesn’t get much better than that, which is why we named it to our list of 10Best Cars for 2018. READ MORE ››

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2017 Mercedes-Benz E-class Wagon – In-Depth Review

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Honored to Get a Mention: 2018 Chevrolet Cruze, Tested in Depth!

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Getting mentioned in the compact-car segment is no easy feat, but the Chevrolet Cruze is doing its best. Squeezed into a class that contains almost two dozen cars, including two recipients of our 2018 10Best Cars award (the Honda Civic Sport and the Volkswagen Golf), the Cruze stands out by providing a comfortable ride, a surprisingly large cargo hold, and several high-tech, luxury-adjacent features. Despite those recommendations, the Cruze’s powertrains fall short while those of several competitors excel. The entry-level model feels underpowered and lacks verve, while a pricey diesel engine delivers excellent fuel economy but uninspiring acceleration—not a winning combination when fuel prices are low. It’s easy to find a satisfactory car in the Cruze’s diverse lineup, but true excellence must be sought elsewhere. READ MORE ››

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2018 Chevrolet Cruze – In-Depth Review

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2017 Subaru Impreza – Long Term Road Test

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The $7500 EV Tax Credit Lives On in New Tax Bill

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The $7500 federal tax credit awarded to buyers of new electric cars—a major incentive that plays an important role in making EVs price competitive with gasoline-powered vehicles—appears to have survived in the final version of the Republican tax bill now working its way through Congress.

The tax legislation axes many popular credits and deductions, as it seeks to at least partly offset slashes to corporate and other tax rates, and the $7500 EV tax credit had been among the cuts in the version of the bill passed by the House of Representatives. The Senate bill, however, maintained the EV tax credit, and Bloomberg is reporting that in the compromise legislation the credit is maintained.

That has to have automakers breathing a sigh of relief. Both U.S. and foreign manufacturers are betting big on EVs, pushed in part by emissions regulations. But—apart from Tesla—consumer demand has been tepid, and it surely would have cooled further with the sudden elimination of the incentive.

The tax credit does still fade out, on a manufacturer-by-manufacturer basis, once each automaker sells 200,000 EVs. So far, Tesla is the closest to that mark; research IHS Markit reported that the automaker sold a total of 127,000 Model S and Model X electric cars in the United States through August 2017.

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2018 Volvo V60 in Depth: The Subdued Swedish Wagon

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Volvo and station wagons go together like Ikea and Swedish meatballs. The V60, Volvo’s smallest wagon offering, is neither the latest nor greatest example of the breed—that would be the larger V90—but it still offers a distinctive combination of practicality and Scandinavian style despite its age. (It was put into production in 2010 and went on sale in the United States in 2014.) The standard V60 is the traditional choice, while the V60 Cross Country offers a bit of rugged appeal with its standard all-wheel drive, raised ride height, and extra body cladding. The high-performance V60 Polestar, with 362 horsepower, is for those few who want plenty of pace with their space. READ MORE ››

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2018 Volvo V60 – In-Depth Review

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Excellence, Improved Upon: 2018 Volkswagen Golf GTI, Tested in Depth!

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The GTI is now entering its 12th consecutive year as a winner of our 10Best Cars award (along with the rest of its Golf family), and it’s as good as ever. The GTI is a practical car with real performance credibility at a price that would make plenty of dynamically inferior cars blush. But despite already having an ace in the hole, Volkswagen keeps upping the ante. This year, that meant a minor horsepower bump across the GTI’s lineup, a standard limited-slip differential, stronger brakes for the GTI’s two upper trim levels, standard adaptive dampers for the topmost Autobahn trim, and wider availability of active safety technology. We’ve been smitten with the GTI for years, and with Volkswagen’s commitment to the continued refinement of this little hot hatch, we expect the bloom to stay on this rose for the foreseeable future. READ MORE ››

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