The Porsche 959 was one of the most technologically ambitious road cars of the 1980s and a preview of technologies that would become commonplace in high-performance automobiles decades later. Introduced in production form for 1986, it combined a sequentially turbocharged, air-and-water-cooled flat-six with electronically controlled variable all-wheel drive, adjustable suspension, tire-pressure monitoring, extensive lightweight construction and aerodynamics developed for stability at nearly 200 mph. Although it resembled a heavily modified 911, the 959 was effectively a rolling laboratory for Porsche’s future.
Its origins lay in Porsche’s desire to compete under the FIA’s new Group B regulations. Group B is remembered primarily for spectacular rally cars, but the rules allowed considerable technical freedom and could accommodate competition in several disciplines. Porsche saw the category as an opportunity to develop a sophisticated all-wheel-drive supercar while creating the required road-going homologation version.
The resulting 959 became far more than a homologation special. Its performance rivaled or exceeded almost every contemporary road car, yet Porsche designed it to be stable, comfortable and remarkably easy to drive. Where many supercars demanded compromises from their owners, the 959 demonstrated that extreme performance could coexist with sophisticated electronic systems, four-wheel traction and everyday usability.
From Gruppe B Concept to 959
Porsche previewed the project with the Gruppe B concept at the 1983 Frankfurt motor show. Although clearly related to the 911, the concept had dramatically widened bodywork, a smoother nose, integrated rear wing and extensive aerodynamic development.
The production 959 retained the basic 911 passenger-cell architecture but changed nearly everything around it. Porsche used lightweight materials, developed an advanced all-wheel-drive system and installed an engine derived partly from the company’s racing programs rather than simply modifying the contemporary 911 Turbo powerplant.
Development proved difficult and expensive. The car required electronics, materials and manufacturing techniques that were unusually advanced for the mid-1980s, and production began later than originally planned. By the time customers received their cars, the 959 had evolved beyond its original homologation purpose into a technological flagship.
Lightweight Body Construction
Although the 959’s underlying structure has roots in the 911, its exterior is substantially different. Porsche used a combination of Kevlar-reinforced composite panels, aluminum and other lightweight materials to control mass while creating the wide aerodynamic body.
The front and rear bodywork was reshaped to reduce lift and drag, while the rear wing was integrated smoothly into the tail rather than standing above it like the spoiler on a contemporary 911 Turbo. The underbody received extensive attention as well, unusual for a road car of the period.
The result was remarkably clean aerodynamically despite the car’s wide tires and substantial cooling requirements. The 959’s appearance is therefore functional rather than merely an exaggerated version of the 911 shape.
The 2.85-Liter Flat-Six
The 959’s engine is one of its most fascinating components. Rather than using a conventional production 911 Turbo engine, Porsche developed a 2,849cc flat-six closely related to its competition-engine technology. The engine combines an air-cooled crankcase and cylinders with water-cooled four-valve cylinder heads, an unusual arrangement intended to provide the thermal control required by high specific output. The cylinders themselves are finned/air-cooled while the heads have water jackets, a setup directly derived from the Porsche 935, 936, and 956/962 race cars, where water-cooling the 4-valve heads was necessary to prevent thermal breakdown across the valves.
Dual overhead camshafts operate four valves per cylinder, while electronic engine management controls fuel and ignition. In standard road specification the engine produces approximately 450 PS, or about 444 horsepower, extraordinary output from less than three liters in the mid-1980s.
The small displacement partly reflected Porsche’s racing objectives, where turbocharged engines were subject to equivalency formulas. More importantly for the road car, the sophisticated heads and turbocharging system allowed enormous output without resorting to a much larger engine.
Sequential Twin Turbocharging
The 959 uses two turbochargers operating sequentially, one of its most important technical innovations. Rather than having both turbos operate identically across the complete engine-speed range, the system brings the second turbo progressively into operation as airflow requirements increase.
At lower engine speeds, concentrating exhaust energy through one turbo improves response. As rpm and load rise, the second turbo joins the system, providing the airflow necessary for high-rpm power.
The arrangement substantially reduces the dramatic turbo lag associated with many powerful 1980s cars, particularly Porsche’s own 930 Turbo. Power delivery remains unmistakably turbocharged, but the transition from off-boost to full acceleration is considerably more manageable.
Six-Speed Gearbox and the “G” Ratio
The 959 uses a six-position manual transaxle, although its unusual shift pattern requires some explanation. The lowest ratio is marked “G” for Gelände, or terrain, rather than being treated as an ordinary first gear. The transmission is physically a 6-speed manual (marked G, 1, 2, 3, 4, 5).
Above it are five conventional forward road ratios. The extra-low G gear reflected the car’s Group B origins and provided useful gearing for poor surfaces and steep gradients.
For normal road driving, the transmission functions much like a five-speed with an additional very low ratio. The gearbox is strong and highly specialized, and condition is an important consideration because 959-specific drivetrain repairs are considerably more complicated than servicing an ordinary 911 transmission.
PSK All-Wheel Drive
Perhaps the 959’s most influential technology is its Porsche-Steuer Kupplung, or PSK, electronically controlled all-wheel-drive system. Most four-wheel-drive systems of the period used relatively simple fixed torque splits or mechanically controlled differentials. Porsche instead developed a system capable of changing torque distribution according to acceleration, traction and driving conditions.
Under normal circumstances the system maintains a rear-biased character, preserving the handling feel expected of a Porsche. Under hard acceleration or reduced traction, more torque can be directed toward the front wheels.
The concept anticipated the electronically managed all-wheel-drive systems now common in high-performance cars. Porsche subsequently applied lessons from the 959 when developing later production models, most notably the all-wheel-drive 911 Carrera 4.
Adjustable Suspension
The 959’s suspension was equally advanced. It uses double wishbones at all four corners, with twin dampers at each wheel and electronically adjustable ride height and damping on the Komfort version.
The driver could select different ride heights according to road conditions, while the system automatically lowered the car as speed increased. Reducing ride height improves aerodynamic stability and lowers the center of gravity when additional ground clearance is no longer necessary.
This ability to alter the chassis according to operating conditions was extraordinary in a production car of the 1980s. Modern adaptive dampers and air-suspension systems make the concept familiar today, but the 959 was exploring similar ideas decades earlier.
Brakes, Wheels and Tires
Large ventilated disc brakes with ABS provided stopping performance appropriate for the 959’s speed. Anti-lock braking itself was still relatively unusual in high-performance cars when the 959 was being developed.
Porsche also used lightweight magnesium wheels and a sophisticated tire-pressure-monitoring system. The wheels incorporated hollow spokes and were designed specifically around the car’s high-speed requirements.
Tire technology was a critical part of the project. Sustained speeds approaching 200 mph impose enormous loads and heat on tires, so Porsche worked closely with suppliers to develop rubber capable of surviving the car’s performance envelope.
Performance
The 959 could accelerate from 0–60 mph in roughly the mid-three-second range, depending on test conditions, and reach approximately 197 mph in standard specification. These figures made it one of the fastest production cars in the world.
More impressive was the accessibility of that performance. The contemporary Ferrari F40 was lighter, more powerful and more visceral, but the 959 offered all-wheel-drive traction, ABS, sophisticated suspension and considerably greater refinement.
This contrast became central to the two cars’ reputations. The F40 represented an uncompromising lightweight supercar philosophy, while the 959 demonstrated what advanced technology could do to make extreme performance more controllable.
Komfort
Most production 959s were built in Komfort specification, which was the more road-oriented version despite performance that was extraordinary by any normal standard.
Komfort cars received the adjustable suspension system and a relatively well-equipped interior with leather, carpeting, air conditioning and other amenities. Porsche intended the 959 to function as a genuine road car rather than a competition machine reluctantly adapted for street use.
This dual personality is one reason the 959 was so influential. It suggested that the fastest car did not necessarily have to be the most difficult or uncomfortable one.
Sport
The rarer 959 Sport eliminated some of the Komfort model’s complexity and equipment in pursuit of lower weight and greater performance.
The adjustable ride-height system was simplified, sound insulation and comfort equipment were reduced, and the car became more focused. Depending on specification and source, these cars are also often associated with somewhat greater engine output than the standard Komfort.
Production was very limited, making genuine factory Sport examples particularly desirable. Because converting the appearance of a Komfort is far easier than creating genuine factory provenance, chassis documentation is essential when evaluating one.
1985 Paris-Dakar Rally
Competition development formed an important part of the 959 story. Porsche had already used experimental all-wheel-drive 911-based cars in rally competition while the production 959 was being developed.
The 1985 Paris-Dakar Rally proved difficult for the 959 program, with developmental cars failing to achieve the result Porsche wanted. The experience nevertheless provided valuable information about the drivetrain and chassis under extreme conditions.
Porsche returned the following year with substantially improved machinery.
1986 Paris-Dakar Victory
In 1984, Porsche won the Paris-Dakar with the Porsche 953 (a heavily modified 911 3.2 Carrera featuring a prototype manual AWD system). In 1985, Porsche entered three 959 prototypes (using 959 bodies/chassis with 953 non-turbo 3.2L engines); all three DNF’d. In 1986, the true twin-turbo 959 Dakar cars finished 1st and 2nd (and 6th in a support 959).
The rally cars differed substantially from normal road-going 959s, but their success validated the all-wheel-drive concept and demonstrated the durability of the underlying engineering.
For collectors, the Dakar connection is particularly important because it distinguishes the 959 from supercars developed solely for road use. The car’s four-wheel-drive technology was tested in one of the world’s harshest motorsport environments.
The 961
Porsche also adapted the platform for circuit racing as the 961, effectively a competition derivative of the 959 concept.
The 961 used substantially modified aerodynamics, racing suspension and a more powerful version of the turbocharged flat-six. It competed at the 24 Hours of Le Mans, demonstrating that the basic architecture could be adapted from rallying to high-speed endurance racing. Only one 961 was built, making it an important but distinct part of the 959 story rather than a production variant.
959 Versus Ferrari F40
The Ferrari F40 became the 959’s most obvious contemporary rival, although their engineering philosophies could hardly have been more different. Ferrari pursued low weight, rear-wheel drive, a twin-turbo V8 and minimal driver assistance. The cabin was deliberately sparse, and the car demanded considerable respect when boost arrived.
Porsche used all-wheel drive, adjustable suspension, ABS, sequential turbocharging and a relatively luxurious cabin to achieve similar extraordinary performance with much greater accessibility. The comparison between the two remains one of the clearest demonstrations of competing 1980s supercar philosophies.
U.S. Importation
The 959 was not originally certified for normal sale in the United States, creating a complicated history for American examples. Porsche had not performed the complete crash and emissions certification necessary for regular U.S. distribution, partly because of the tiny production run and enormous expense involved.
A number of cars nevertheless entered the country under various arrangements, and the 959 became closely associated with the later Show or Display rules that allow certain historically or technologically significant cars to be imported under restricted conditions.
Some individual cars have subsequently been modified or certified through other legal pathways. Because legal status can vary by chassis and modification history, documentation is especially important for any 959 residing in the United States.
Canepa and the 959
American Porsche specialist Canepa became particularly closely associated with the 959, developing extensive programs to federalize, restore and upgrade the cars.
Canepa modifications have included changes to engine management, turbochargers, exhaust, suspension and other systems, with some upgraded cars producing substantially more power than the original 450 PS.
These cars have developed a respected identity of their own, but collectors should distinguish clearly between factory specification and later upgrades. A highly developed Canepa 959 and an untouched factory Komfort are different propositions even when both are exceptionally desirable.
Later Production Cars
Although the primary 959 production run occurred during the late 1980s, Porsche subsequently assembled a small number of additional cars from remaining components. These later examples are sometimes described as 1992 model-year 959s and can differ in detail from the earlier production cars.
Their factory provenance makes them genuine 959s rather than later reconstructions, and their rarity gives them a distinct position among collectors.
Production Numbers
Porsche produced the 959 in extremely small numbers. Exact totals vary slightly depending on whether prototypes, Sport models and later factory-built cars are included, but the total road-car population is generally understood to be fewer than 350 examples. Production breakdown:
- 292 series-production customer cars were built between 1987 and 1988 (approx. 263 Komfort and 29 Sport models).
- 37 prototypes and pre-production (V-series/F-series) cars were built.
- 8 additional cars were assembled by Porsche in 1992/1993 from spare parts for select clients (often referred to as the “Series 2” or 1992 959s).
Total overall 959 chassis count: 337 cars.
That scarcity is important because the 959 was not merely expensive to buy; it was reportedly extremely expensive for Porsche to manufacture. Its development program involved technologies whose costs could never realistically be recovered through such a small production run.
The project therefore functioned partly as a research-and-development program whose benefits appeared in later Porsche models.
Influence on the Carrera 4
One of the clearest examples of 959 technology reaching ordinary production was the 964-generation Porsche 911 Carrera 4. Introduced after the 959, the Carrera 4 brought sophisticated all-wheel drive to the production 911 range. Its system was not simply identical to the 959’s PSK arrangement, but the engineering experience gained through the supercar directly informed Porsche’s increasing use of four-wheel drive.
Today all-wheel-drive 911s are commonplace. In the early 1980s, however, the idea of combining sophisticated variable four-wheel drive with a high-performance Porsche road car was radical.
Maintenance Complexity
The 959’s technological sophistication is its greatest historical strength and one of its greatest ownership challenges. It contains numerous systems produced in tiny numbers, and servicing it properly requires knowledge far beyond that needed for an ordinary contemporary 911.
The sequential turbo system, PSK all-wheel drive, adjustable suspension, specialized engine and unique electronic controls all require expert attention. Deferred maintenance can therefore become extremely expensive even if the car appears cosmetically excellent.
A comprehensive service history from recognized 959 specialists is one of the most valuable assets a car can possess.
Engine Service
The 959 engine is extremely robust when correctly maintained, but it is a highly specialized competition-derived unit rather than a conventional 911 Turbo engine. Cooling-system condition is particularly important because of the unusual combination of air-cooled cylinders and water-cooled heads. Turbocharger condition, oil leaks, fuel-system operation and engine-management components should all be inspected carefully.
Cars that have remained static for long periods may require extensive recommissioning even if they have accumulated very little mileage.
Suspension System
The Komfort model’s adjustable suspension can become expensive as components age. Hydraulic systems, dampers, sensors and associated hardware should operate correctly at all available ride heights and settings. Cars that have been converted to simpler suspension arrangements should be documented accordingly.
Such conversions may improve reliability for frequent use, but originality matters increasingly as the 959 becomes more historically significant.
Magnesium Wheels
The original magnesium wheels deserve careful inspection because magnesium ages differently from conventional aluminum alloys and can suffer corrosion or structural deterioration. Correct wheels are an important part of both the car’s appearance and engineering specification. Replacement or reproduction solutions exist, but collectors should establish whether the original wheels remain with the car.
Tires also deserve close attention. On a car capable of nearly 200 mph, old rubber is unacceptable for serious driving regardless of how much tread remains.
Body and Accident Damage
The 959’s specialized composite and aluminum bodywork makes accident repair particularly significant. Panel replacement and structural repair require expertise, and original components can be extremely expensive. Poorly executed repairs can also compromise panel fit and aerodynamic behavior.
A detailed inspection for previous collision damage is therefore essential, particularly because many cars have been driven at extremely high speeds or used in track events during their lives.
Interior and Electronics
The 959 interior looks surprisingly familiar to anyone accustomed to a 1980s Porsche 911. The dashboard architecture, gauges and general layout retain strong 911 influences, which contrasts sharply with the exotic technology beneath the body.
This familiarity was intentional. Porsche wanted the driver to operate the 959 without needing to learn an entirely new control philosophy.
Original interior condition matters considerably today because 959-specific trim and electronic components can be difficult to replace. Cars modified during periods when they were regarded primarily as high-performance machines rather than major collectibles may require considerable work to return to factory specification.
Understanding the Major Porsche 959 Variants
The 959 family is relatively small but contains several important distinctions:
- 959 Komfort: The principal road-going version, with approximately 450 PS, variable all-wheel drive, electronically adjustable suspension and a well-equipped interior.
- 959 Sport: Much rarer lightweight factory version with simplified suspension and reduced comfort equipment, intended for a more focused driving experience.
- Later Factory 959s: Small number of cars assembled by Porsche from remaining components after the primary production run, often associated with the 1992 model year.
- 959 Paris-Dakar: Factory competition derivatives developed for rally-raid competition, culminating in the first-and-second-place finish in the 1986 Paris-Dakar Rally.
- Porsche 961: Unique circuit-racing derivative developed from the 959 architecture and raced at Le Mans.
- Canepa-Modified 959s: Later U.S.-based developments with modernization and substantial performance upgrades; important cars in their own right but distinct from original factory specification.
What Matters to Collectors
With a Porsche 959, provenance and mechanical history are at least as important as mileage. A very low-mileage example that has sat unused for decades can require extensive work to its fuel, cooling, hydraulic and electronic systems. A regularly exercised car maintained by a recognized specialist may be mechanically preferable.
Original specification matters substantially. Many 959s have been upgraded because the car’s technology invited continued development. Turbocharger, suspension, engine-management and wheel changes are therefore relatively common. For a factory-original collector car, documentation should establish exactly what has been altered and whether the original components survive.
Authenticating a Sport is especially important because of the considerable rarity and value difference from a Komfort. Factory records should establish the original specification rather than relying on lightweight seats, deleted equipment or other features that can be replicated.
For U.S. cars, importation and federalization history should be documented carefully. Legal status, emissions modifications and later conversions can vary significantly from one chassis to another.
Accident history deserves close investigation because of the specialized body materials. Original panels, correct finishes and evidence of professional repair are important, while undocumented structural work can substantially affect desirability.
Collector Hierarchy
Factory 959 Sports occupy a special position because of their rarity and more focused specification. Correct, documented examples are substantially scarcer than normal Komfort cars.
The best original Komfort examples remain historically important because they represent the 959 as Porsche primarily intended it: an extraordinarily advanced supercar combining extreme speed with comfort and sophisticated electronic systems.
Later factory-built cars have additional rarity, while competition cars such as the Dakar 959s and the unique 961 belong in a separate historical category.
Canepa-developed cars appeal to buyers interested in using the 959 with substantially greater modern performance. Their upgrades can make an already fast car dramatically quicker and easier to support in the United States, although originality-focused collectors may prefer untouched factory cars.
Driving the Porsche 959
The first surprise when driving a 959 is how familiar it can feel. The dashboard, seating position and general view forward have obvious connections with the contemporary 911, and the car lacks the theatrical cabin of many Italian supercars. The controls communicate that Porsche expected owners actually to drive the car.
The engine reveals the difference quickly. Sequential turbocharging provides a much more progressive build of power than the abrupt boost delivery associated with a 930 Turbo. The 959 still becomes dramatically faster as engine speed and boost rise, but the transition is easier to anticipate and control.
The PSK all-wheel-drive system fundamentally changes the way that power reaches the road. Rather than asking the rear tires to manage the complete output, the car can transfer torque forward as conditions require. Hard acceleration therefore produces remarkable traction for a 1980s automobile.
Steering retains much of the communication expected from a Porsche of the period, while the sophisticated suspension gives the car exceptional stability at speed. The 959 feels less raw than a Ferrari F40, but that refinement should not be mistaken for lack of capability. Its engineering objective was to make extraordinary performance easier to exploit.
The unusual G gear is a reminder of the car’s Group B origins, while the adjustable ride height and damping demonstrate how far Porsche was willing to depart from conventional sports-car thinking. Much of what seems normal in a modern high-performance car was startlingly advanced when the 959 appeared.
Lasting Importance
The Porsche 959’s greatest significance is not any single performance figure. Other cars eventually became faster, and the Ferrari F40 offered a more dramatic lightweight driving experience almost immediately. What made the 959 extraordinary was the combination of technologies Porsche assembled in one usable road car.
Sequential twin turbocharging reduced lag while allowing a small engine to produce approximately 450 PS. Electronically controlled all-wheel drive continually altered torque distribution. Adjustable suspension changed ride height and damping according to conditions. ABS, tire-pressure monitoring, advanced composite materials and carefully developed aerodynamics further expanded the car’s capabilities.
Many of these ideas became ordinary decades later. Variable all-wheel-drive systems are now found throughout the performance-car market. Adaptive suspension, active chassis electronics and tire-pressure monitoring are commonplace. Turbocharged engines routinely use sophisticated strategies to provide both response and enormous power.
The 959 demonstrated those possibilities in the mid-1980s.
Its competition history adds another dimension. The Paris-Dakar program proved the potential of Porsche’s all-wheel-drive technology under extreme conditions, while the 961 demonstrated that the basic concept could be adapted to endurance racing. Few supercars have such diverse competition connections.
The 959 also changed Porsche itself. Technologies explored through the program influenced later 911s and helped move the company toward the electronically managed, all-wheel-drive performance cars that became an important part of its future.
For collectors, the 959 consequently occupies a different position from a conventional limited-production exotic. It is both a supercar and an engineering prototype produced for customers. Its complexity can make ownership demanding, but that complexity is precisely what makes the car historically important.
Where the Ferrari F40 distilled the supercar toward light weight, enormous power and minimal intervention, the Porsche 959 pursued the opposite question: could technology make extraordinary performance faster, safer and easier to use?
The answer anticipated much of the modern performance-car world. That makes the Porsche 959 not merely one of the great supercars of the 1980s, but one of the most influential high-performance automobiles of the modern era.
Important Sales Reviewed by SCM Experts
In each month’s issue for the past 38 years, SCM’s analysts have reviewed 5 to 7 significant cars sold at auction, and discuss what options, history, or details made that particular more or less valuable. They give their expert opinion on the market for these cars, and whether this car was well bought or well sold. If you’re thinking of purchasing a Porsche 959, you’ll likely find these profiles critical in helping you make the right decision. Each of the following is an article from our print magazine on a Porsche 959 sold at auction.
1987 Porsche 959 KomfortClaiming highly original unrestored condition and a life of modest driving use, this preservation-quality 959 should strike the fancy of any Porsche enthusiast. According to a factory build record and the research of respected marque authority Jürgen Barth, the 959 was assembled in November 1987 and finished in Grand Prix White paint over an interior […]Read more
1985 Porsche 959 Paris-DakarDespite the enormous success of its production-based race cars throughout its history, Porsche rarely developed such models as official factory entries, preferring instead to support them in the hands of privateer customers. One of the notable exceptions occurred in the mid-1980s with the advent of one of Stuttgart’s most celebrated and advanced models, the 959. […]Read more- 1988 Porsche 959 Komfort CoupeFollowing the 953’s decisive win at the grueling Paris-Dakar Rally in 1984, Porsche’s chief engineer Helmuth Bott declared his ambition to build a “Super Porsche” — a turbocharged 911 variant with all-wheel drive and variable ride height. Over the next three years, Porsche developed a groundbreaking sports car to comply with the FIA’s Group B […]Read more
1988 Porsche 959 CoupeConceived in the early 1980s as a 4-wheel-drive Group B competitor, the Porsche 959 was first displayed in concept car form at the 1983 Frankfurt Motor Show. Despite the subsequent abandonment of Group B, the 959 entered limited production in 1987 as a machine that successfully adapted state-of-the art racing technology for road use. At […]Read more
Cars For Sale
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Past Auction Sales – Porsche 959
Average Porsche 959 Sale Price by Year from SCM’s Platinum Auction Database:
Porsche 959 Sales from SCM’s Platinum Auction Database:
Broad Arrow Auctions
Condition: 2
Aug 13, 2026
$2,865,000
Broad Arrow Auctions
Condition: 1-
Mar 6, 2026
$5,505,000
RM Sotheby's
Condition: 2
Jan 23, 2026
$2,535,000
RM Sotheby's
Condition: 2+
Aug 15, 2025
$2,040,000
RM Sotheby's
Condition: 2
May 22, 2025
$1,468,756
Gooding Christie's
Condition: 2+
Mar 6, 2025
$2,205,000
RM Sotheby's
Condition: 2+
Feb 28, 2025
$2,865,000
Bring a Trailer
Condition: 3
Feb 10, 2025
$1,262,459
Barrett-Jackson
Condition: 2
Jan 18, 2025
$1,457,500
RM Sotheby's
Condition: 1-
May 31, 2024
$1,682,500
Broad Arrow Auctions
Condition: 2+
Apr 27, 2024
$1,930,000
Broad Arrow Auctions
Condition: 1-
Mar 1, 2024
$3,085,000
RM Sotheby's
Condition: 2+
Aug 18, 2023
$1,710,000
Broad Arrow Auctions
Condition: 1-
Mar 3, 2023
$1,710,000
Artcurial
Condition: 2
Feb 3, 2023
$1,139,500
RM Sotheby's
Condition: 1-
Dec 10, 2022
$2,920,000
Broad Arrow Auctions
Condition: 1-
Aug 18, 2022
$1,875,000
Bonhams
Condition: 2-
May 13, 2022
$1,492,844
RM Sotheby's
Condition: 2
Nov 6, 2021
$1,559,465
Gooding & Co.
Condition: 1-
Aug 16, 2019
$0
RM Sotheby's
Condition: 3
Oct 27, 2018
$5,945,000
RM Sotheby's
Condition: 3
Oct 27, 2018
$1,000,000
Mecum Auctions
Condition: 5+
Aug 23, 2018
$467,500
RM Sotheby's
Condition: 2+
May 12, 2018
$999,473
Artcurial
Condition: 1-
Feb 10, 2017
$1,201,077
RM Sotheby's
Condition: 1
Feb 8, 2017
$2,090,340
Gooding & Co.
Condition: 2+
Jan 20, 2017
$1,089,000
Barrett-Jackson
Condition: 3
Jan 17, 2017
$21,450
RM Sotheby's
Condition: 2+
May 14, 2016
$1,026,582
Bonhams
Condition: 2-
May 13, 2016
$561,159
Bonhams
Condition: 1-
Aug 14, 2015
$1,457,500
Bonhams
Condition: 2+
May 24, 2015
$781,480
Gooding & Co.
Condition: 2+
Jan 17, 2015
$1,705,000
Bonhams
Condition: 2+
Nov 30, 2014
$793,431
RM Auctions
Condition: 1-
Mar 8, 2014
$687,500
Gooding & Co.
Condition: 1-
Mar 7, 2014
$1,100,000
Barrett-Jackson
Condition: 2+
Jan 15, 2013
$440,000
RM Auctions
Condition: 2+
Oct 31, 2012
$496,230
Gooding & Co.
Condition: 3+
Mar 9, 2012
$495,000
Bonhams
Condition: 2+
Jul 1, 2011
$266,547
Artcurial
Condition: 1-
Jul 9, 2010
$289,859
RM Auctions
Condition: 1-
May 1, 2010
$284,970
eBay
Condition: 1
Jul 7, 2009
$385,000
RM Auctions
Condition: 2-
Mar 11, 2006
$286,000
Gooding & Co.
Condition: 3+
Aug 21, 2005
$308,000
Christie's
Condition: 2
Dec 7, 2004
$212,915
Bonhams
Condition:
Dec 6, 2004
$263,228
Bonhams
Condition: 2+
May 15, 2004
$205,730
Bonhams & Brooks
Condition:
May 21, 2001
$203,391
RM Auctions
Condition: 3-
Aug 14, 1998
$13,375
See all 53 sales of Porsche 959 cars from SCM’s Platinum auction database.
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