1964 Porsche 904 GTS Carrera Grand Touring Competition Coupe

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1 The ex-gianni Bulgari/ Sam Posey - Mugello/ Vallelunga winning Grand Touring Competition Coupe Private Portfolio No. 057 Chassis no Price 800,000 History includes well known drivers Gianni Bulgari and Sam Posey and wins at Mugello and Vallelunga plus participation at the Targa Florio and Daytona Clear provenance with known owners and comprehensive documentation Excellent condition following complete restoration in Germany Two engines including factory supplied, Ruf rebuilt six cylinder unit and Dr Pohl rebuilt Typ 587/3 four cam Easy and rewarding to drive, rare and historic, eligible for a wide variety of events and road legal European tax paid and road registered 1 The Porsche company of Stuttgart-Zuffenhausen made a serious move to dominate the 2-litre class of international Grand Touring car competition in 1964 with introduction of its advanced Typ 904 GTS Coupe. The new car combined a very durable and robust fabricated steel-sheet chassis platform with a mouldedglassfibre bodyshell and flat-4 cylinder, horizontally-opposed, air-cooled engine mounted behind the two-seat cabin. Not only was the midmounted engine layout innovative, so was the fibreglass body, realised by the Heinkel Fleugzeugbau aircraft company who had spare capacity having just finished a major job making Lockheed Starfighter components. Ferry Porsche s eldest son Butzi, head of the company new Styling Department, was the father of the 904 project (also known as the Carrera GTS) and is quoted as saying: It was my favourite because I did it alone. 1

2 The 904 GTS was launched for the 1964 competition season as a successor to the 1957-introduced 718 model which had been campaigned by both the factory and by privateers worldwide essentially as an open-cockpit sportsracing Spyder, but also as a works team-entered Coupe. Both 4- and 8-cylinder engines had been deployed in the 718 chassis, but now the definitive new 904 GTS Coupe was created as a potentially street-legal model, complying with GT-class homologation regulations which also dictated that 100 be built. The 904 was the last racing car built by Porsche which clients could still collect at the factory and drive home if they wished. In the end some 110 examples of the Porsche 904 were built, mostly powered by a 180bhp (134kW) version of the four-cam engine originally designed by Ernst Fuhrmann for the purebred racing 550 Spyder of the 1950s. To satisfy demand, a small batch of 904s were built featuring 6- cylinder, 911-derived power units. The race-prepared regular 904 GTS scaled just 1,443 pounds (655kg), and through they achieved considerable competition success at everything up to FIA World Endurance Championship level, effectively throughout the motor sporting world. One works car even shone through deep snow and sheet ice in the Monte Carlo Rally, driven heroically by the veteran Eugen Bohringer emphasising the models s split-personality useability on the public highway as much as on the dedicated race circuits of the world 2 This unusually well-presented and documented 904 GTS was supplied new in April 1964 to Italian gentleman driver Gianni Bulgari, scion of the eponymous jewelry empire. He entered his new Porsche with fellow racer and co-driver Maurizio Grana in the 1964 Targa Florio classic round-the-mountains race in Sicily, and was leading the entire field before being forced to retire after five of the punishing 44-mile laps of the Piccolo Madonie circuit.

3 Above: The Bulgari/Grana Porsche 904 GTS 080 cornering hard during its maiden race in the 1964 Targa Florio, Piccolo Madonie, Sicily. Two sister 904s finished first and second. Gianni Bulgari, now in his early 70s, is today head of the Enigma luxury jewelry brand - having left the family business in Youthful for his age, softly spoken and impeccably mannered, he kindly conceded us an interview during a recent visit to Geneva. I started racing way back in 1957 using my brother s Alfa Romeo Giulietta Ti, moving up through a Giulietta SS to an SZ, followed by a Ferrari 250GT SWB Competizione owned by my friend Sergio Bettoia. He didn t particularly like it, so I bought it from him, but I also found it hard to drive: only Moss really mastered it. In the end I sold it to [Count] Giovanni Volpi [of Scuderia Serenissima and Ferrari Breadvan fame] and bought a 250GTO from Lualdi instead, a much easier car. In the GTO I finished 4th overall in the 1963 Targa Florio, and also 1st GT at Monza on the day after President Kennedy had been assassinated in Dallas. I eventually sold the GTO to the president of Naples Football Club. I then tried one of the new mid-engined Ferrari 250LMs but I didn t like it. 3 Top: Bulgari/Grana shared 080 again in the Mugello race run over a loop of public roads near Florence, including the old Futa Pass section of the Mille Miglia route. Bottom: Brisk work on a great day - Bulgari/Grana en route to victory at Mugello in 080. The first time I saw a Porsche 904 was at Sebring when I was co-driving an Alfa Romeo TZ in the 12-Hours with Roberto Bussinello. I then handed the car over to [veteran former Alfetta Grand Prix car driver] Consalvo Sanesi who was almost immediately rammed by a Cobra in the fiery accident which so nearly ended his life. After that race, Signor Bulgari met Porsche racing director Baron Fritz Huschke von Hanstein and asked about buying a 904. Von Hanstein offered him a good price - $5,000, great value compared to a GTO and within

4 Above: Great moment - the chequered flag falls on the Bulgari/Grana Porsche 904 GTS 080 as it wins the 1964 Mugello road race in rural Italy. Above: To the victor, the spoils - gentleman driver Gianni Bulgari with his hard-earned Mugello trophy. only four or five weeks a truck arrived in Rome from Germany with the new car on Stuttgart registration plates. Signor Bulgari initially test-drove his new Porsche around the city. He recalls: It was much better to drive than the GTO, much more modern. But I had to remove the seat to drive and instead put Dunlop foam rubber on the floor. Asked about his first race with the new car, he smiles: A Porsche 904 won the Targa Florio that year, but sadly not me. There were about twelve 904s entered it was the hot new car in 1964, and so easy to drive fast. It could do five laps without refueling which gave a great advantage. My friend Maurizio Grana was my co-driver. We were leading on the 5th lap when at full speed on the straight the car took off and when it landed it felt odd. I went into the pits and von Hanstein said Herr Bulgari, you cannot go on, the chassis is broken. The car was taken back to the factory who were surprised by the failure. Within a few weeks it was ready for Mugello, which we won although that was very tiring. Later at Vallelunga I had a great dice in the car against Mennato Boffa in a Maserati Birdcage. Then at Monza I crashed in wet practice, and was unable to start the race. Gianni Bulgari only campaigned the 904 once in 1965 before selling it to Sam Posey via mutual friend Harry Theodoracopoulos for $3,000. The sale marked the end of Gianni Bulgari s racing career, but he retained very fond memories of his Porsche 904. Enzo Ferrari was kind enough to say in an interview that I was the most promising gentleman driver recalls Bulgari, adding modestly: I was actually normally talented, but average by today s standards. 4 His record with the car after the Mugello road race victory with Grana included: the Bolsena-Montefiascone hillclimb, which I won. The Premio Campagnano, which I won again. Second place in the Conchiglie Shell event

5 Above: The mildly-modified ex-bulgari Porsche 904 GTS 080 co-driven in the 1966 Daytona 24-Hours by new owner Sam Posey/Harry Theodoracopoulos. at Vallelunga, before the Monza Coppa Intereuropa where I had my practice accident and did not start the race. In 1965 I then did the Frascati-Tuscolo hillclimb which in 57 had been my first race. I finished first in class and 2nd overall, and then sold the 904. Sam Posey of Sharon, Connecticut, co-drove the ex-bulgari with Harry Theodoracopulos and Jim Haynes in the 1966 Daytona 24-Hours, finishing 11th overall. He also appeared in the car that year at Virginia International Ra c e w a y, Bridgehampton and co-driving with Ra y Caldwell in the Watkins Glen 6-Hours. Sam Posey subsequently sold the 904 to well-known Porsche and Mercedes-Benz enthusiast Alex Dearborn of Marblehead, Massachusetts who removed the 4-cam engine and replaced it with a 2-litre Typ cylinder unit. He re-equipped with car for street use, even adding a ski rack and ran it extensively on the public road before setting it aside in favour of more modern conveyances. The car was then acquired, around 1970, by Gil Meyer, of Boston, Massachusetts. After a comprehensive 30-month restoration process Porsche 904 GTS 080 then won the Judge's Choice award at the 1974 Porsche Parade event at Pocono, Pennsylvania. Subsequently the 904 was returned to Europe, the present long-term owner recalling how: I had long admired this car which belonged to a charming American couple. I said that if they ever wanted to sell they should call me first. For years I heard nothing, and then the lady called me. The bad news, she said, is that we re divorcing. The good news is that you can have the car. It arrived from the USA soon afterwards. 5 A six-cylinder, 2.7-litre Carrera RS engine was supplied by Porsche and rebuilt by veteran performance specialist Alois Ruf, developing c.210bhp. The 4-cam, 2-litre Typ 587/3 904 unit (s/n , from chassis ) was removed and rebuilt by Dr Pohl of Hanover (the renowned 4-cam specialist) and sits unused on a stand as a spare (included with 080 today). The car has covered barely 800kms since restoration and has been regularly maintained and started by a qualified Porsche mechanic. The only notable modification other than the

6 engine change is the use of reduced seat padding to accommodate a 6-foot-plus driver more comfortably, and 080 is now offered here as an outstanding example of the 904 GTS, complete with two alternative power units, Juergen Barth report (including copy factory Kardex), history file, period photos, restoration bills and Austrian (EU) road registration. It is finished in the original racing silver with a blue centre stripe and beige leather trim, and its fascinating history, excellent condition and clear provenance make it one of the best surviving 904s. seat padding to accommodate a 6-foot-plus driver more comfortably, and 080 is now offered here as an outstanding example of the 904 GTS, complete with two alternative power units, Juergen Barth report (including copy factory Kardex), history file, period photos, restoration bills and Austrian (EU) road registration. It is finished in the original racing silver with a blue centre stripe and beige leather trim, and its fascinating history, excellent condition and clear provenance make it one of the best surviving 904s. Kidston SA 7 Avenue Pictet-de-Richemont 1207 Genève, Switzerland Tel Fax info@kidston.com 6

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